AGRiC.  DEPT 


MARYLAND  GEOLOGICAL  SURVEY. 

WM.  BULLOCK  CLARK,  STATE  GEOLOGIST. 


REPORT 


ON  THE 


HIGHWAYS  OF  MARYLAND 


In  Accordance  with  an  Act  Passed  at 
THE  SESSION  OF  THE  GENERAL  ASSEMBLY  OF  1898. 


(LAWS  OF  MARYLAND  1898,  CHAP.  454.) 


THE  JOHNS  HOPKINS  PRESS, 
Baltimore,  December,  1899. 


MARYLAND   GEOLOGICAL  SURVEY 


HIGHWAY  REPORT 


MARYLAND  GEOLOGICAL  SURVEY. 
t» 

WM.  BULLOCK  CLARK,  STATE  GEOLOGIST. 


REPORT 


ON  THE 


HIGHWAYS  OF  MARYLAND, 


In  Accordance  with  an  Act  Passed  at 
THE  SESSION  OF  THE  GENERAL  ASSEMBLY  OF  1898. 

(LAWS  OF  MARYLAND  1898,  CHAP.  454.) 


THE  JOHNS   HOPKINS    PRESS 
Baltimore,  December,  1899. 


-re  2- 
'/    A  a. 


BALTIMORE,  MD.,  U.  S.  A. 


. 


COMMISSION 


LLOYD  LOWNDES,     .         ...         .         .         PRESIDENT. 

GOVERNOU    OF    MARYLAND. 

PHILLIPS  LEE  GOLDSBOROUGH,  .         .         .         ... 

COMPTROLLER    OF    MARYLAND. 

DANIEL  C.  GILMAN,  .         ..        .         EXECUTIVE  OFFICER. 

PRESIDENT    OF    THE    JOHNS    HOPKINS    UNIVERSITY. 

R.  W.  SILVESTER,     ...         .         .         .         SECRETARY. 

PRESIDENT    OF    THE    MARYLAND    AGRICULTURAL    COLLEGE. 


SCIENTIFIC  STAFF 

WM.  BULLOCK  CLARK,    .....         STATE  GEOLOGIST. 
SUPERINTENDENT  OF  THE  SURVEY. 


HAKRY  FIELDING  REID,  .... 

CHIEF    OF    DIVISION    OF    HIGHWAYS. 

ARTHUR  1ST.  JOHNSON, 

HIGHWAY    EXPERT. 

ST.  GEORGE  L.  SIOUSSAT,          .... 

SPECIAL    ASSISTANT. 

F.    H.    SCHLOER, 

MACHINIST. 


EDWARD  B.  MATHEWS,  .         .         ASSISTANT  STATE  GEOLOGIST. 

CHIEF  OF  DIVISION  OF  GEOLOGY  OF  THE  PIEDMONT  PLATEAU 
(CENTRAL  COUNTIES). 


CHARLES  S.  PROSSER, 


CHIEF    OF    DIVISION    OF    GEOLOGY    OF    THE    APPALACHIAN    REGION 
(WESTERN    COUNTIES). 


GEORGE  B.  SHATTUCK,     . 


CHIEF  OF  DIVISION  OF  GEOLOGY  OF  THE  COASTAL  PLAIN 
(SOUTHERN  AND  EASTERN  COUNTIES). 

L.  A.  BAUER,         .         .         .         .         .         .         .         . 

CHIEF    OF    DIVISION    OF    TERRESTRIAL    MAGNETISM. 


LETTER  OF  TRANSM1TTAL 

To  His  Excellency  LLOYD  LOWNDES, 

Governor  of  Maryland  and  President  of  the  Geological  Survey 
Commission. 

Sir: — I  have  the  honor  to  present  herewith  a  report  dealing  with 
the  question  of  highway  improvement  in  Maryland.  The  subjects 
discussed  in  the  volume  include  the  relations  of  Maryland  topography, 
climate  and  geology  to  highway  construction ;  the  history  of  the  devel- 
opment of  Maryland  highways;  the  present  condition  of  the  roads 
and  best  means  for  their  improvement;  the  relative  values  of  the  dif- 
ferent natural  road-building  materials  in  the  several  counties;  the 
importance  of  good  roads  to  the  people  and  the  methods  of  highway 
construction  employed  in  the  counties  of  Maryland,  in  other  states, 
and  in  foreign  countries.  This  exhaustive  report  upon  Maryland 
highways  will  give  much  valuable  information  to  the  citizens  of  the 
state  upon  a  subject  of  paramount  importance  and  cannot  fail  to  influ- 
ence to  a  greater  or  less  extent  the  future  construction  of  our  public 
roads. 

Very  respectfully, 

WILLIAM  BULLOCK  CLARK, 

State  Geologist. 
JOHNS  HOPKINS  UNIVERSITY, 
BALTIMORE,  November.  1899. 


CONTENTS 


PAGE 

PREFACE 23 

PART  I.  INTRODUCTION,  INCLUDING  AN  ACCOUNT  OF  THE  ORGANI- 
ZATION OF  HIGHWAY  INVESTIGATIONS  BY  THE  MARY- 
LAND GEOLOGICAL  SURVEY.  BY  WILLIAM  BULLOCK  CLARK.  27 

CHARACTER  OF  THE  INVESTIGATIONS 30 

HIGHWAY  CORRESPONDENCE 33 

Letter  to  the  Boards  of  County  Commissioners 34 

Letter  to  the  Newspapers  of  Maryland 36 

Letter  to  the  Farmers  of  Maryland 37 

Letter  to  the  Presidents  of  Turnpike  Companies  of  Maryland 40 

Letter  to  the  Governors  of  Other  States 43 

Letter  to  Highway  Officers ; 43 

SAMPLE  ROAD  CONSTRUCTION 44 

SPECIFICATIONS  FOR  HIGHWAYS 45 

PROPOSED  LEGISLATION 46 

PART  II.      THE    RELATIONS    OF    MARYLAND    TOPOGRAPHY,    CLIMATE 
AND  GEOLOGY  TO  HIGHWAY  CONSTRUCTION.     BY  WILLIAM 

BULLOCK  CLARK 47 

MARYLAND  TOPOGRAPHY  IN  RELATION  TO  HIGHWAY  CONSTRUCTION 49 

The  Coastal  Plain  50 

The  Piedmont  Plateau 54 

The  Appalachian  Region 57 

Conclusions 61 

MARYLAND  CLIMATE  IN  RELATION  TO  HIGHWAY  CONSTRUCTION 63 

Pressure  Areas 64 

Temperatures 05 

Precipitation 66 

Winds 74 

General  Effect  of  the  Climate  on  Roads 76 

MARYLAND  GEOLOGY  IN  RELATION  TO  HIGHWAY  CONSTRUCTION 80 

The  Road-Bed 80 

The  Road-Materials 82 

THE  PIEDMONT  PLATEAU 82 

The  Trap  Rocks 82 

Gabbro 83 

Peridotitc  and  Pyroxenite '. 84 


12  CONTENTS 

PAGE 

Diorite 85 

Diabase  86 

Granitic  and  Quartzitic  Rocks 87 

Gneiss 87 

Granite    88 

Quartz-schist 90 

Quartzite 90 

Triassic  Sandstones 91 

The  Calcareous  Rocks 91 

Marble 92 

Crystalline  Limestone 92 

Shenandoah  Limestone 93 

Triassic  Conglomerate 93 

The  Slate  Rocks 93 

Phyllite 93 

THE  APPALACHIAN  REGION 94 

The  Eastern  Appalachian  or  Blue  Ridge  District    94 

The  Volcanic  Rocks 94 

The  Quartzitic  and  Granitic  Rocks 95 

The  Central  and  Western  Appalachian  District 96 

The  Limestones 97 

Shenandoah  Limestone 97 

Niagara  Limestone 98 

Salina  Limestone 98 

Helderberg  Limestone  98 

Greenbrier  Limestone 98 

The  Sandstones 99 

Juniata  Sandstone 99 

Tuscarora  Sandstone 99 

Oriskany  Sandstone 100 

Pocono  Sandstone .' 100 

Pottsville  Conglomerate 100 

The  Shales 100 

THE  COASTAL  PLAIN  101 

The  Gravels 101 

Potomac  Gravels 101 

Lafayette  Gravels , . .  102 

Columbia  Gravels 102 

The  Marls 102 

Cretaceous  Marls 103 

Eocene  Marls 103 

Neocene  Marls 103 

The  Sands  and  Clays 103 

Miscellaneous  Materials 104 

Oyster-Shells 104 

Furnace  Slag 105 

Burnt  Clay 105 

Crude  Petroleum * 105 

Manufactured  Products  . .                                                                                  .  106 


MARYLAND    GEOLOGICAL-   SURVEY  13 

PAGE 

PART  III.  HIGHWAY  LEGISLATION  IN  MARYLAND,  AND  ITS  INFLU- 
ENCE ON  THE  ECONOMIC  DEVELOPMENT  OF  THE  STATE. 
BY  ST.  GEORGB  LEAKIN  SIOUSSAT 107 

THE  BEGINNINGS  OF  HIGHWAYS  IN  MARYLAND 109 

Transportation  by  Water 109 

Early  Ferries 110 

Contemporary  Highway  Legislation Ill 

The  First  Road  Law  of  Maryland 1 12 

Hardships  of  Travel 118 

The  County  Courts  and  the  Roads 114 

St.  Mary's  and  Calvert  County  Records 115 

Charles  County  Records 115 

Baltimore  County  Records  116 

The  Herrmans  and  the  Roads  of  Cecil  County 117 

An  Early  Mail-Route 118  • 

The  Law  of  1704  and  its  Supplements 119 

The  Roads  "  Ascertained  " 122 

Charles  County 122 

Cecil  County 123 

Anne  Arundel  County ..." 123 

Early  "  Rolling  Roads  " 123 

Exemption  from  Highway  Service  124 

COMMERCIAL  GROWTH  AND  THE  "WESTERN  MOVEMENT"  125 

Maryland  Towned  and  "  Untowned  " 125 

The  Westward  Movement 126 

The  Monocasy  [Monocacy]  Road 127 

Travel  North  and  South 128 

The  Development  of  Northern  Maryland 131 

Packhorse  vs.  Wagon 132 

The  French  and  Indian  War 133 

Exploration  of  the  Ohio  Country 133 

"  Braddock's  Road  " 134 

Braddock's  Expedition 135 

Road  from  Fort  Frederick  to  Fort  Cumberland 137 

INTERNAL  IMPROVEMENT  AND  LATER  HIGHWAY  LEGISLATION 138 

Canal  Schemes 139 

Highway  Legislation 140 

Laws  Regarding  Single  Roads 140 

Legislation  lor  Groups  of  Roads 143 

Legislation  for  Separate  Counties 146 

Attempts  at  Uniformity 148 

Reaction  towards  Separate  Legislation  150 

General  Legislation 153 

Extension  of  the  Powers  of  the  County  Courts 153 

Penal  Legislation  and  the  Roads  . . . .  > 154 

Private  Roads .  .  155 


14  CONTENTS 

PAGE 

Method  of  Travel  at  the  End  of  the  Eighteenth  Century 156 

Stage-Lines  and  Stages 157 

The  Pains  and  Pleasures  of  Travel 159 

The  Development  of  Turnpikes  in  Maryland 162 

Baltimore  County  Turnpikes 163 

Incorporation  of  Private  Turnpike  Companies 166 

The  Turnpikes  of  1804-5 166 

Gallatin's  Report  on  Turnpikes 170 

The  Banks  and  the  Turnpike  to  Cumberland 171 

Increase  of  Turnpike  Companies 172 

Governor  Goldsborough's  Report 172 

Further  Bank  Aid 174 

The  Turnpikes  and  Baltimore  City 175 

The  Rise  of  the  Canal  and  Railroad  177 

Subsequent  Turnpike  Legislation 178 

Maryland's  Relation  to  the  National  Road 178 

Washington  and  the  Ohio  Country 178 

The  Northwest  Territory 180 

Alexander  Hamilton  and  the  National  Improvement  of  Highways 180 

Albert  Gallatin  and  the  Inception  of  the  National  Road 181 

The  Maryland  Route  Selected 183 

Consent  of  the  States  and  Federal  Appropriations 184 

National  Road  under  State  Control  185 

PART  IV.     THE  PRESENT  CONDITION  OF  MARYLAND  HIGHWAYS. 

BY  ARTHUR  NEWHALL  JOHNSON 187 

INTRODUCTION  189 

Mileage 190 

GENERAL  OUTLINE  OF  HIGHWAY  CONDITIONS 192 

Surface  of  the  Country  Traversed 192 

Appalachian  Region 192 

Central  and  Southern  Maryland     193 

The  Eastern  Shore 195 

Instructions  to  Supervisors 196 

Instructions 196 

Dirt  Roads 197 

Stone  Roads 199 

Gravel  Roads 202 

Shell  Roads 202 

Bridges 205 

Hauling  Distances 208 

Amount  Hauled 210 

Cost  of  Hauling 211 

Guide-Boards 212 

Surveys   212 

HIGHWAY  CONDITIONS  IN  THE  COUNTIES 213 

Allegany  County 214 

Anne  Arundel  County 216 


MARYLAND    GEOLOGICAL    SURVEY  15» 

PAGE 

Baltimore  County   217 

Calvert  County 221 

Caroline  County ...;;...... 221 

Road  Maps 222 

Carroll  County 222 

Cecil  County 226 

Charles  County 228 

Dorchester  County     229 

Frederick  County  281 

Garrett  County 234 

Harford  County 286 

Howard  County 238 

Kent  County 240 

Montgomery  County 241 

Prince  George's  County 244 

Queeu  Anne's  County 246 

St.  Mary's  County 247 

Somerset  County 249 

Talbot  County 250 

Washington  County   • 251 

Wicomico  County 254 

Worcester  County 255 

Summary 256 

List  of  Turnpikes 261 

PART  V.      CONSTRUCTION  AND   REPAIR    OF    ROADS.      BY  AKTHCK 

NEWHALL  JOHNSON 263 

Road   Location 265 

Grading 268 

Drainage 271 

Cross-Drains , 273 

Side-Drains : 274 

Surfacing 276- 

Preparation  of  the  Foundation 276 

Stone  Roads 279 

Rolling 282 

Crowns 284 

Thickness  of  Macadam  Material 284 

Maintenance     289 

Gravel  Roads 291 

Shell  Roads 292 

Slag  Roads 294 

Use  of  Burnt  Clay  on  Roads 295- 

Use  of  Oil  on  Roads 290- 

Broad  Tires 297 

Maps  of  Roads 300- 


16  CONTENTS 

PAGE 

Tools  and  Machinery 301 

Cost  of  Crushing  Stone 306 

Rollers .' 309 

Highway  Literature. 311 

PART  VI.     QUALITIES    OF    GOOD    ROAD-METALS,  AND    THE    METHODS 

OF  TESTING  THEM.     BY  HARKT  FIELDING  REID 315 

INTRODUCTION 317 

Forces  to  be  Withstood  by  a  Road-Metal 317 

Methods  of  Testing  Road-Metals 319 

Microscopic  Test  ....      319 

Abrasion  Test 320 

Crushing  Test 322 

Cementation  Test • 322 

Value  of  the  Tests 324 

Results  of  Tests  Made  by  the  Maryland  Geological  Survey 325 

Laboratory  of  the  Highway  Division 326 

Results  of  Tests  of  Road-Metals 327 

PART  VII.  THE  ADMINISTRATION  OF  ROADS,  INCLUDING  THE  METHOD 
AND  EXPENSE  OF  ROAD  IMPROVEMENTS.  BY  HARRY 
FIELDING  REID ....  331 

THE  ADMINISTRATION  OF  ROADS  IN  MARYLAND 333 

The  Opening  and  Closing  of  Roads 333 

Roads  Taxes 335 

Road  Commissioners,  Road  Supervisors  and  Laborers 335 

Road  Repairs  and  Drainage 338 

Gates,  Guide-Posts  and  Bridges 339 

Road  Records 341 

Corporations   343 

THE  ADMINISTRATION  OF  ROADS  IN  THE  OTHER  STATES 343 

Alabama 343 

Arkansas 344 

California 344 

Colorado 346 

Connecticut    346 

Delaware 348 

Florida 349 

Georgia   349 

Idaho 349 

Illinois 349 

Indiana   350 

Iowa 351 

Kansas 352 

Kentucky , 353 

Louisiana    .  .    353 


MARYLAND    GEOLOGICAL    SURVEY  17 

PAGE 

Maine 354 

Massachusetts 354 

Michigan 857 

•  Minnesota 358 

Mississippi 359 

Missouri 359 

Montana 360 

Nebraska 361 

Nevada 361 

New  Hampshire 361 

New  Jersey 362 

New  York 366 

North  Carolina 368 

North  Dakota 370 

Ohio 370 

Oregon 371 

Pennsylvania 372 

Rhode  Island 374 

South  Carolina 375 

South  Dakota 375 

Tennessee  375 

Texas 376 

Utah 376 

Vermont 376 

Virginia v 377 

Washington 378 

West  Virginia 378 

Wisconsin 379 

Wyoming  . 379 

The  Employment  of  Convicts  in  Road-Building 380 

ADMINISTRATION  OF  ROADS  IN  EUROPE 383 

Austria 383 

France 384 

Germany 389 

Prussia 389 

Saxony 389 

Switzerland    391 

United  Kingdom 393 

England 393 

Ireland 394 

PART  VIII.     THE  ADVANTAGES  OF  GOOD  ROADS.     BY  HARRY  FIELDING 

REID 395 

INTRODUCTION 397 

Value  of  Good  Roads  in  Foreign  Countries 399 

Increase  in  Land-Values 400 

Economies  Effected  by  Good  Roads 404 

A  Specific  Estimate 408 

2 


18  CONTENTS 

PAGE 

Special  Losses  Due  to  Bad  Roads -til 

Indirect  Benefits 412 

GENERAL  CONSIDERATIONS   REGARDING  THE  IMPORTANCE  OF  STATE  HIGH- 
WATS  413 

Advantages  of  a  State  Highway  Commission 426 

Some  Suggestions  Regarding  Road  Improvement 432 

The  Relocation  of  Roads 432 

Width  of  Road 433 

Guard-Rails 434 

Wide  Tires 434 

Sign-Boards 434 

Plats  and  Records 434 

Passenger  Railways 435 

Turnpikes 436 


ILLUSTRATIONS 


PLATE  FACING  PAGE 

I.     Stone  Arch  over  Castleman  River,  Garrett  County    29 

II.     Sample  Road  at  Timonium  Fair — 

Fig.  1. — Road  Partially  Constructed 42 

Fig.  2. — Road  Nearly  Completed 42 

III.  Map  Showing  the  Physiographic  Provinces  of  Maryland 56 

IV.  Map  Showing  the  Divides  and  Drainage  Basins  of  Maryland 64 

V.     Chart  Showing  Normal  Annual  Temperature   and  Precipitation   for 

Maryland 72 

VI.     Map  of  the  Road- Materials  of  Maryland 80 

VII.     Photomicrographs  of  Rock  Sections — 

Fig.  1.— Trap  Rock,  Gabbro,  Baltimore  County 82 

Fig.  2.— Trap  Rock,  Serpentine,  Harford  County 82 

VIII.     Photomicrographs  of  Rock  Sections — 

Fig.  1. — Trap  Rock,  Diabase,  Montgomery  County 84 

Fig.  2. — Gneiss,  Baltimore  County 84 

IX.     Photomicrographs  of  Rock  Sections — 

Fig.  1. — Granite,  Cecil  County 88 

Fig.  2. — Sandstone,  Montgomery  County 88 

X.     Photomicrographs  of  Rock  Sections — 

Fig.  1. — Marble,  Baltimore  County 96 

Fig.  2. — Limestone,  Washington  County 96 

XI.     Photomicrographs  of  Rock  Sections — 

Fig.  1. — Quartzite,  Frederick  County 104 

Fig.  2. — Indurated  Gravel,  Prince  George's  County 104 

XII.     Three-Notch  Road  in  St.  Mary's  County — 

Fig.  1. — View  of  Notches  on  Tree    ' 120 

Fig.  2. — View  of  Road  with  Notched  Tree 120 

XIII.  Survivals  of  Early  Road  Methods — 

Fig.  1.  —  Breaking  Stone  by  Hand,  Frederick  County 144 

Fig.  2.— Hauling  with  Two- Wheel  Ox-Cart,  Port  Tobacco,  Charles 

County 144 

XIV.  Map  Showing  Through  Routes  of  Travel  before  1776 156 

XV.     Map  Showing  the  Main  Highways  of  Maryland 190 

XVI.     Types  of  Roads- 
Fig.  1.— Dirt  Road,  Harford  County 196 

Tig.  2. — Limestone  Road,  Washington  County 196 

XVII.     Types  of  Roads- 
Fig.  1. — Trap  road,  Baltimore  County;  Stone  Spread  in  Layers  and 

Rolled 200 

Fig.  2. — Gneiss  road,  Baltimore  City  ;  Stone  Spread  without  Rolling.   200 


20 


ILLUSTRATIONS 


PLATE  FACING  PAGE 

XVIII.     Types  of  Roads- 
Fig.  1. — Gravel  Road,  Prince  George's  County 204 

Fig.  2. — Shell  Road,  Baltimore  County 204 

XIX.     Types  of  Bridges- 
Fig.  1 . — Iron  bridge  over  Choptank  river,  Caroline  County 208 

Fig.  2. — Stone  bridge  over  Conococheague  river,  Washington  County  208 

XX.     Maps  of  Allegany,  Anne  Arundel  and  Calvert  Counties 216 

XXI.     Maps  of  Baltimore  and  Carroll  Counties 220 

XXII.     Maps  of  Caroline,  Cecil  and  Charles  Counties 224 

XXIII.  Maps  of  Dorchester  and  Frederick  Counties 282 

XXIV.  Maps  of  Garrett,  Harford  and  Howard  Counties 236 

XXV.     Maps  of  Kent,  Montgomery  and  St.  Mary's  Counties 240 

XXVI.     Maps  of  Prince  George's  and  Queen  Anne's  Counties 244 

XXVII.     Maps  of  Somerset,  Talbot  and  Wicomico  Counties 248 

XXVIII.     Maps  of  Washington  and  Worcester  Counties 254 

XXIX.     Testing  Laboratory,  Showing  Deval  Abrasion  Machine 320 

XXX.     Testing  Laboratory,  Showing  Page  Cementation  Machine 322 

XXXI.     Rock  Fragments  Before  and  After  the  Abrasion  Test 324 

Fig.  1. — Marble,  Baltimore  County 324 

Fig.  2. — Limestone,  Washington  County   .  324 

Fig.  3.— Trap  Rock,  Diabase,  Frederick  County 324 

XXXII.     Briquettes,  Before  and  After  Cementation  Tests 326 

Fig.  1.— Marble,  Baltimore  County 326 

Fig.  2. — Limestone,  Washington  County 326 

Fig.  3. — Limestone,  Washington  County 326 

Fig.  4— Trap  Rock,  Gabbro,  Baltimore  County ......  326 

XXXIII.  Types  of  Bad  Roads  in  Maryland- 

Fig.  1. — Clay  Road  in  Wet  Weather,  Howard  County 400 

Fig.  2. — Hillside  Road  with  "  Breakers,"  Harford  County 400 

XXXIV.  Types  of  Bad  Roads  in  Maryland- 

Fig.  1. — Sandy  road,  Worcester  County 416 

Fig.  2. — Turnpike  Abandoned    from   Rough  Surface,   Montgomery 

County 416 

XXXV.     Types  of  Bad  Roads  in  Maryland— 

'      Fig.  1. — Dusty  road,  Baltimore  County 432 

Fig.  2.— Undrained  Road  in  Cut,  Charles  County 432 

FIGURE  PAGE 

1.  Mean  Temperature  in  the  Four  Climatic  Divisions  of  Maryland 66 

2.  Fluctuations  in  Normal  Rainfall 72 

3.  Fluctuations  in  Annual  Precipitation  at  Baltimore,  1871-1898 74 

4.  Old  Sign-Board  Giving  the  Rates  of  Toll  on  Animals  and  Vehicles 169 

5.  Showing  Effect  of  Storm- Water  on    a  Steep  Grade  (Vertical  Scale  Exag- 

gerated)      195 

6.  Cross-Section  of  I-Beam  Bridge 306 

7.  Laying  Side-Drain  for  Macadam  Road  on  State  Highway  in  Massachusetts. .  272 

8.  End  Elevation  and  Longitudinal  Section  of  a  Pipe  Culvert  under  an  Em- 

bankment    273 

9.  Cross-Section  of  Road  with  Open  Side-Ditches 274 


MARYLAND    GEOLOGICAL    SURVEY  21 

FIGURE  PAGE 

« Jf  Sections  of  Lateral  Drains  for  Underdrainage  of  a  Road-bed 275 

12.  Pipe-Drain  Badly  Laid,  and  the  Opening,  as  a  Consequence,  Partially  Closed.   276 

13.  The   Effect  of  Placing  Broken   Stone   upon  Firm   and   Soft  Foundations, 

respectively 277 

14.  Applying  Stone  for  Macadam  Road  on  State  Highway  in  Massachusetts 278 

15.  Rolling  Surface  of  Macadam  Road  on  State  Highway  in  Massachusetts 281 

16.  Laying  Telford  Road  on  State  Highway  in  Massachusetts 285 

17.  Roman  Road 287 

18.  Early  Eighteenth-Century  Road 287 

19.  Late  Eighteenth-Century  Road 287 

20.  Modern  Macadam  Road 287 

21.  Section  of  Road  on  Sidehill  with  Side-Drain  and  Telford  Foundation  on  Up- 

hill Side 288 

22.  Section  of  Road  Cut  Through  Heavy  or  Soggy  Soil  with  Telford  Founda- 

tion and  Side-Drains 288 

23.  Section  of  Old  Shell  Road  Surfaced  with  a  Thin  Layer  of  Broken  Stone 294 

24.  Road-Machine  or  Grader  Refilling  Earth  over  Pipe-Drain 303 

25.  One  Form  of  Portable  Stone-Crusher 304 

26.  Portable  Form  of  Combined  Crusher,  Elevator  and  Screen 304 

27.  Rotary  Stone-Crusher -t 305 

28.  Automatic  Screen  for  Assorting  Crushed  Stone  into  Different  Sizes 306 

29.  General  Arrangement  of  Crushing-Plant  on  Sidehill  Location 307 

30.  General  Arrangement  of  Crushing-Plant  on  Level  Ground 307 

31.  Reversible  Horse-Roller 310 

32.  Steam  Road-Roller 310 

33.  Gravel  Road  in  Southwestern  Connecticut   337 

34.  Macadam  Road  in  Eastern  Massachusetts  355 

85.     Sandy  Road  with  Improved  Gravel  Road  in  Foreground,  New  Jersey 365 

36.  Macadam  Road  at  Bryn  Mawr,  Pennsylvania  373 

37.  Six-Horse  Load  on  a  Main  Road,  Harford  County 406 

38.  Two-horse  Load  on  a  Macadam  Road,  North  Carolina 407 


PREFACE 

The  present  volume  deals  with  the  questions  connected  with  high- 
way improvement  in  Maryland.  The  subjects  discussed  are  of  much 
importance  to  the  people  of  the  state  and  an  attempt  has  been  made 
to  secure  the  best  information  available  regarding  them.  Not  only 
have  the  most  modern  treatises  regarding  road-building  been  liberally 
drawn  upon,  but  personal  inspection  has  been  given  to  the  best  high- 
ways now  under  construction  in  other  states.  All  types  of  our  Mary- 
land highways  have  been  studied,  looking  to  their  permanent  and 
economical  improvement.  The  various  road-materials  have  also  been 
classified  as  regards  their  value  and  advantageous  location  for  highway 
purposes.  It  is  believed  that  the  volume  contains  much  of  practical 
value. 

The  Introduction,  including  an  account  of  the  Organization  and 
Conduct  of  Highway  Investigations  by  the  Maryland  Geological 
Survey,  by  Wm.  Bullock  Clark,  comprises  Part  I  and  gives  an  account 
of  the  organization  of  the  Highway  Division  by  the  General  Assembly 
of  1898,  together  with  a  review  of  the  provisions  of  the  act.  Fol- 
lowing this  is  a  discussion  of  the  methods  of  investigation  which  have 
been  pursued  by  the  Survey  in  platting  the  distribution  of  the  road- 
building  materials  and  in  testing  their  availability  for  highway  pur- 
poses; also  an  account  of  the  detailed  examination  of  Maryland  high- 
ways and  the  plans  proposed  for  their  improvement.  Several  pages 
are  devoted  to  the  correspondence  which -was  entered  into  with  the 
county  commissioners,  farmers,  turnpike  companies,  governors,  and 
road  officers  regarding  highway  affairs. 

This  chapter  closes  with  a  brief  account  of  the  sample  roads  con- 
structed, the  specifications  prepared  for  Maryland  highways,  and  the 
necessary  legislation  for  the  continuance  of  the  work  of  the  Highway 
Division. 


24  PREFACE 

The  Relations  of  Maryland  Topography,  Climate  and  Geology  to 
Highway  Construction,  by  Win.  Bullock  Clark,  forms  Part  II  of  the 
volume,  and  includes  a  summary  of  the  leading  topographical,  clirna- 
tological  and  geological  features  of  the  state  in  their  relation  to  road- 
building.  The  dependence  of  the  highways  upon  the  surface  con- 
figuration of  the  land  in  the  various  portions  of  Maryland  is  discussed 
in  some  detail  and  the  bearing  of  the  distribution  of  temperature  and 
rainfall  upon  the  construction  of  roads  is  fully  pointed  out.  Much 
attention  is  given  to  the  relationship  between  geology  and  highways, 
since  not  only  the  road-bed  itself  but  the  materials  which  are  em- 
ployed in  the  actual  construction  of  the  road  so  largely  affect  the 
character  of  the  traveled  ways.  The  different  types  of  rocks  and 
their  distribution  are  described  and  platted  upon  the  maps  accompany- 
ing the  report. 

The  Highway  Legislation  in  Maryland  and  its  Influence  on  the 
Economic  Development  of  the  State  is  the  title  of  Part  III  and  is 
prepared  by  St.  George  Leakin  Sioussat.  This  chapter  deals  with  the 
history  of  highway  development  in  Maryland,  including  an  account 
of  the  various  laws  which  have  been  passed  since  the  first  road-act  in 
1666.  The  gradual  development  of  the  present  road-system  through 
its  various  phases,  both  of  general  and  local  legislation,  are  traced 
out  in  much  detail.  The  influence  of  national  legislation  in  the  eon- 
struction  of  the  far-famed  National  Road  forms  an  interesting  chapter 
in  the  history  of  highways. 

The  Present  Condition  of  Maryland  Highways  constitutes  Part  IV 
of  the  volume,  and  is  written  by  Arthur  ISTewhall  Johnson,  formerly 
connected  with  the  Massachusetts  Highway  Commission.  Mr.  John- 
son has  very  thoroughly  examined  the  condition  of  our  Maryland 
highways  and  presents  in  his  report  upon  them  a  very  complete  account 
of  their  present  condition  and  future  needs.  He  has  also  secured  a 
large  amount  of  valuable  information  regarding  the  amount  expended 
annually  by  the  county  commissioners  and  turnpike  companies  upon 
the  highways  of  the  several  counties,  and  the  details  of  this  investiga- 
tion are  presented  in  his  report. 

The  Construction  and  Repair  of  Roads,  also  by  Arthur  Newhall 


MARYLAND    GEOLOGICAL    SURVEY  25 

Johnson,  forms  Part  V  of  the  volume,  and  includes  a  treatment  of  the 
important  subject  of  road-engineering.  The  latest  and  best  informa- 
tion relating  to  the  question  of  the  construction  and  repair  of  roads 
is  laid  before  the  people  of  the  state  in  this  report,  and  the  importance 
of  the  facts  presented  cannot  be  too  strongly  dwelt  upon,  since  good 
roads  are  only  attainable  as  the  result  of  the  best  engineering 
knowledge. 

The  Qualities  of  Good  Road-Metals  and  the  Methods  of  Testing 
Them  comprises  Part  VI  of  the  volume  and  is  prepared  by  Harry 
Fielding  Reid,  the  Chief  of  the  Highway  Division.  The  relative 
wearing  and  cementation  values  of  the  various  rocks  of  the  state, 
based  upon  the  results  of  numerous  mechanical  tests,  are  described 
fully  in  this  portion  of  the  volume.  The  great  importance  of  this 
experimental  work  to  those  invested  with  power  in  highway  matters 
is  clearly  shown  by  these  investigations,  and  the  hope  is  expressed 
that  our  county  authorities  will  submit  in  the  future  their  road- 
materials  to  the  Survey  to  be  tested.  A  description  of  the  laboratory 
of  the  Survey  is  likewise  given. 

The  Administration  of  Roads,  also  by  Harry  Fielding  Reid,  forms 
Part  VII  of  the  volume,  and  includes  a  discussion  of  the  laws  regu- 
lating road-construction  and  maintenance  in  the  various  counties  of 
Maryland,  in  the  several  states  of  the  Union,  and  in  the  leading  coun- 
tries of  the  world. 

The  Advantages  of  Good  Roads,  also  by  Harry  Fielding  Reid,  forms 
Part  VIII  of  the  volume,  and  contains  a  summary  of  the  more  im- 
portant facts  brought  forward  in  the  preceding  chapters,  together 
with  a  discussion  of  the  great  advantages  resulting  to  any  com- 
munity by  the  employment  of  intelligent  methods  of  highway-con- 
struction and  maintenance.  The  financial,  moral,  and  social  advan- 
tages of  good  highways  are  presented.  It  is  pointed  out  that  such 
results  are  only  attainable  as  the  result  of  proper  engineering  skill, 
which  can  best  be  secured  through  a  well  organized  state  highway 
bureau. 

The  majority  of  the  illustrations  were  especially  made  for  this 
volume.  The  Maryland  Geological  Survey  desires  to  give  credit  to 


MARYLAND  GEOLOGICAL  SURVEY. 


VOLUME  III,   PLATE  I. 


ffi      H 

U 

OS 


INTRODUCTION 

INCLUDING  AN  ACCOUNT  OF  THE 

ORGANIZATION  AND  CONDUCT  OF  HIGHWAY 
INVESTIGATIONS 

BY    THE 

MARYLAND  GEOLOGICAL  SURVEY 

BY 

WM.   BULLOCK  CLARK 


No  subject  to-day  more  demands  the  attention  of  the  people  of 
Maryland  than  that  of  road-construction.  When  hundreds  of  thou- 
sands of  dollars  'are  being  annually  appropriated  for  our  highways  it  is 
pertinent  to  inquire  whether  this  outlay  is  intelligently  made,  and  if 
not,  whether  better  methods  of  road-construction  cannot  be  adopted  in 
order  that  the  people  of  the  state  may  secure  a  larger  return  for  the 
money  which  they  expend.  It  was  with  the  object  of  ascertaining 
the  actual  facts  in  the  case  that  a  bill  was  presented  at  the  last  session 
of  the  General  Assembly  authorizing  the  State  Geological  Survey 
Commission  to  investigate  the  subject  of  road-building  in  Maryland 
and  make  a  report  thereon.  The  bill  which  is  given  below  was  intro- 
duced in  the  House  February  24,  was  passed  by  that  body  April  1, 
by  the  Senate  April  4,  and  received  the  signature  of  the  Governor 
April  9,  1898.  It  is  as  follows: 

A  Bill,  entitled  "  an  Act  to  confer  additional  powers  upon  the  Commission 
established  by  the.  Act  of  General  Assembly  at  the  session  of  1896,  Chap- 
ter 51,  by  providing  for  the  investigation  of  the  question  of  road-con- 
struction in  this  State,  and  for  the  preparation  of  reports  thereon,  and 
to  make  an  appropriation  therefor." 

SECTION  1.  Be  it  enacted  by  the  General  Assembly  of  Maryland,  That  the 
•Commission  established  by  the  Act  of  the  General  Assembly  of  Maryland  at 
the  session  of  1896,  Chapter  51,  be  and  the  same  is  hereby  authorized  to 


30  INTRODUCTION  » 

make  provision  for  the  investigation  o±  the  question  of  road-construction 
in  Maryland. 

SEC.  2.  And  be  it  enacted,  That  the  said  Commission  be  and  the  same  is 
hereby  authorized  to  appoint,  under  the  direction  of  the  Superintendent  of 
the  Survey  such  assistants  and  other  employees,  as  they  shall  deem  neces- 
sary, and  the  said  Commission  shall  also  determine  the  compensation  of  all 
persons  employed,  and  may  remove  them  at  pleasure. 

SEC.  3.  And  be  it  enacted,  That  the  said  Commission  shall  see  that  proper 
investigation  is  made  of  the  condition  of  the  roads  in  this  State,  and  of  the 
best  means  of  improving  the  same,  together  with  a  study  of  the  classifica- 
tion and  distribution  of  the  road-building  materials  in  the  several  counties. 

SEC.  4.  And  be  it  enacted,  That  the  said  Commission  shall  see  that  a  report 
upon  the  state  of  the  roads  and  the  best  method  of  improving,  constructing 
and  maintaining  the  same,  with  estimates  of  costs,  expenses  and  plans,  be 
submitted  at  the  next  session  of  the  Legislature,  and  that  special  reports 
be  prepared  at  such  time  as  they  are  deemed  necessary. 

SEC.  5.  And  be  it  enacted,  That  the  said  Commission  shall  see  that  record 
is  kept  of  all  its  proceedings,  and  of  all  moneys  received  and  spent  under 
its  direction  and  for  what  purposes;  which  record  and  account  shall  be  sub- 
mitted to  the  said  Commission  at  the  semi-annual  meetings  of  the  same  to 
take  place  in  March  and  November,  such  records  and  accounts  to  be  always 
open  to  the  inspection  of  any  committee  which  the  Legislature  may  appoint. 

SEC.  6.  And  be  it  enacted,  That  all  moneys  paid  out  on  account  of  this 
work  shall  be  paid  by  the  State  Treasurer  upon  the  order  of  the  Executive 
Officer  of  the  Commission  endorsed  by  the  Comptroller. 

SEC.  7.  And  be  it  enacted,  That  the  sum  of  ten  thousand  dollars  annually, 
or  so  much  thereof  as  may  be  necessary,  be,  and  the  same  is  hereby  appro- 
priated out  of  any  money  in  the  Treasury  not  otherwise  appropriated,  for 
the  purpose  of  carrying  out  the  provisions  of  this  Act. 

SEC.  8.  And  be  it  further  enacted,  That  this  Act  shall  take  effect  upon  the 
date  of  its  passage. 

Many  prominent  citizens  throughout  the  state,  as  well  as  the  State 
Road  Convention,  the  Road  League,  and  the  League  of  American 
Wheelmen,  exerted  their  influence  toward  the  passage  of  the  bill. 
The  valuable  support  given  by  the  latter  organization,  particularly 
by  its  Chief  Consul,  Conway  "W.  Sams,  Esq.,  who  has  advocated 
good  roads  for  many  years,  was  of  the  utmost  importance  in  bringing 
about  successful  legislation. 

CHARACTER  OF  THE  INVESTIGATIONS. 

Immediately  upon  the  passage  of  the  bill  a  Highway  Division  was 
established  as  part  of  the  State  .Geological  Survey  under  the  direc- 
tion of  Professor  Clark,  the  State  Geologist,  and  Dr.  Reid  was  placed 
in  charge  of  the  work  as  Chief  of  the  Highway  Division.  Cotnmuni- 


MARYLAND    GEOLOGICAL    SURVEY  31 

cation  was  at  once  opened  with  the  Highway  Commissioners  of  Mas- 
sachusetts, Connecticiit,  and  New  Jersey,  where  the  latest  and  most 
intelligent  methods  of  state  road-building  are  now  in  full  operation. 
At  the  invitation  of  the  Commissioners  visits  of  inspection  were  made 
to  those  states  by  Messrs.  Clark  and  Reid  and  the  leading  roads  exam- 
ined in  various  stages  of  construction.  Through  the  courtesy  of  the 
Board  of  Highway  Commissioners  of  Massachusetts  one  of  the  best 
trained  of  their  younger  engineers,  Mr.  A.  K".  Johnson,  was  secured 
as  road-expert  for  the  Maryland  work. 

Messrs.  Clark  and  Reid  have  been  widely  over  the  state  during 
the  past  eighteen  months  in  connection  with  the  various  investiga- 
tions that  have  been  undertaken  by  the  Highway  Division  and  which 
are  fully  described  in  the  subsequent  pages,  and  Mi*.  Johnson,  who 
began  his  investigations  upon  the  first  of  June,  1898,  has  traveled  over 
2500  miles  of  Maryland  roads  in  his  study  of  the  present  condition  of" 
the.  highways,  as  explained  by  him  in  the  later  chapters  of  this  report. 
Dr.  Mathews,  the  Assistant  State  Geologist,  and  the  chiefs  of  the 
various  geological  divisions  with  their  assistants  have  also  devoted 
much  attention  to  the  accumulation  of  information  regarding  the 
condition  of  the  highways  in  those  portions  of  the  state  in  which  they 
have  been  conducting  their  geological  investigations.  Every  mem- 
ber of  the  Survey  was  furnished  with  a  definite  plan  of  highway  work 
which  he  was  to  pursue  in  connection  with  his  other  investigations. 
In  this  manner  most  of  the  highways  of  the  state  have  been  actually 
observed  by  some  member  of  the  Survey  staff  and  detailed  informa- 
tion secured  for  the  preparation  of  the  report. 

One  of  the  most  important  lines  of  investigation  which  the  High- 
way Division  has  been  following  is  that  connected  with  platting  the 
distribution  of  the  natural  road-building  materials.  This  study 
was  conducted  under  the  direction  of  the  chiefs  of  the  three  geological 
divisions,  Messrs.  Mathews,  Prosser,  and  Shattuck,  each  of  whom 
had  under  him  several  efficient  assistants,  who  were  especially  detailed 
to  this  work.  Particular  attention  was  given  to  the  study  of  the  dis- 
tribution of  the  basic  eruptive  rocks  or  "  traps "  in  the  Piedmont 
Plateau,  as  they  are  the  most  valuable  road-building  materials  in  the- 


32  INTRODUCTION 

state.  Dr.  Mathews  had  associated  with  him  in  this  work  Messrs. 
Leonard  and  Bonsteel,  who  spent  the  entire  summer  in  mapping  the 
boundaries  of  these  rocks  and  in  locating  the  most  available  points 
for  quarries.  The  character  and  location  of  the  gneisses,  granites, 
and  limestones  in  the  same  district  were  carefully  considered,  since 
they  may  also  be  used  to  advantage  under  certain  conditions.  The 
study  of  the  distribution  of  the  widely  extended  iron-bearing  gravels 
of  the  southern  and  eastern  counties  of  the  state  has  occupied  the 
attention  of  the  Coastal  Plain  Division  of  the  Survey  under  Dr. 
Shattuck,  and  he  and  his  assistants  have  already  completed  the  map- 
ping of  this  material  throughout  the  district.  The  importance  of 
these  gravels  in  future  road-construction  throughout  the  tide-water 
counties  cannot  be  over-estimated,  and  a  fuller  discussion  of  this  sub- 
ject will  be  given  by  the  author  in  the  subsequent  pages  of  the  report. 
The  distribution  of  the  limestones  and  iron-bearing  sandstones  in 
western  Maryland  has  been  mapped  in  much  detail  by  Professor 
Prosser  and  those  associated  with  him,  and  this  accurate  location  of  the 
best  natural  road-building  metals  of  our  western  counties  cannot  fail 
to  be  of  advantage  to  the  residents  of  that  section  of  the  state. 

By  far  the  most  significant  phase  of  the  highway  investigations  is 
connected  with  the  practical  physical  tests  to  which  the  natural  road- 
materials  have  been  subjected.  The  tests  of  the  abrading,  fracturing, 
and  cementing  qualities  of  the  rocks  of  the  state,  as  explained  more 
fully  by  Dr.  Reid  in  later  chapters,  are  of  great  importance  to  the 
officials  of  our  counties  who  are  anxious  to  expend  the  public  funds  in 
the  most  economical  manner.  Nothing  more  largely  affects  the  value 
and  permanency  of  highways  than  the  selection  of  proper  materials  in 
their  construction.  The  information  which  the  Survey  will  be  able 
to  give  upon  this  subject  to  the  people  of  the  several  counties  will 
many  times  repay  any  expenditure  which  the  state  has  made  for  these 
investigations.  The  machinery  which  has  been  secured  for  this  ex- 
perimental work  can  be  employed  with  constantly  increasing  value 
to  the  established  authorities  and  to  those  private  individuals  who 
may  desire  to  send  their  road-metals  to  the  Survey  to  be  tested.  The 
Survey  will  be  glad,  so  far  as  time  will  permit,  to  make  all  such  tests 


MARYLAND    GEOLOGICAL    SURVEY  33 

free  of  charge  to  the  citizens  of  the  state  of  Maryland.  It  is  greatly 
to  be  hoped  that  our  county  officials  will  avail  themselves  of  this 
opportunity  to  ascertain  the  actual  facts  regarding  the  availability  of 
their  natural  road-building  materials  instead  of  spending  the  public 
funds  first  and  then  relying  upon  the  actual  serviceability  of  the 
materials  to  determine  their  value. 

The  Maryland  Geological  Survey  will  also  be  glad  to  furnish  such 
expert  assistance,  either  in  the  drawing  up  of  actual  specifications  and 
plans,  or  in  supervising  the  same,  as  the  Boards  of  County  Commis- 
sioners may  desire.  The  Survey  will  be  pleased,  so  far  as  the  time 
and  funds  at  its  disposal  will  permit,  to  render  any  services  to  the 
citizens  of  Maryland  that  are  within  its  powers.  Having  secured  a 
large  amount  of  valuable  information  regarding  the  needs  of  Mary- 
land highways  and  the  distribution  and  character  of  the  best  natural 
road-building  materials,  and  having  at  its  disposal  trained  highway 
experts,  it  believes  that  it  is  in  a  position  to  perform  an  important 
public  service  to  the  state. 

HIGHWAY  CORRESPONDENCE. 

The  Highway  Division  of  the  Survey  has  endeavored  from  the  be- 
ginning to  place  itself  in  close  touch  with  the  highway  needs  of  the 
state.  Thousands  of  circular-letters  have  been  sent  out  to  county 
and  municipal  officers  and  to  the  prominent  people  of  every  section. 
Attempts  have  been  made  to  secure  the  most  intimate  knowledge  of 
the  manner  in  which  the  county  officers  and  private  companies  have 
conducted  their  highway  affairs.  It  has  been  difficult,  oftentimes,  to 
obtain  satisfactory  answers  to  the  questions,  but  in  many  instances 
very  comprehensive  statements  have  been  secured,  so  that  the  results 
regarding  highway-management  which  are  presented  in  the  subsequent 
chapters  of  this  volume  are  confidently  felt  to  be  based  upon  the  best 
information  which  it  is  possible  to  secure.  It  has  been  especially 
difficult  to  obtain  the  needed  information  from  the  private  turnpike 
companies,  as  they  have  seemed  in  most  instances  unwilling  to  make 
a  public  statement  of  their  affairs. 


34  INTRODUCTION 

LETTER   TO   BOAEDS   OF   COUNTY  COMMISSIONERS. 

The  first  circular-letter  sent  out  by  the  Highway  Division  was 
addressed  to  the  Boards  of  County  Commissioners,  and  highly  satis- 
factory answers  were  secured  to  the  questions  which  were  submitted 
regarding  the  construction  and  maintenance  of  the  county  highways. 
The  results  of  this  correspondence  are  presented  in  a  later  portion  of 
the  volume. 

MARYLAND  GEOLOGICAL  SURVEY,  JOHNS  HOPKINS  UNIVERSITY, 

BALTIMORE,  December  3,  1898. 
To  the  Board  of  Count}/  Commissioners: 

DEAR  SIRS: — I  take  the  liberty  of  enclosing  a  series  of  questions,  careful 
answers  to  which  will  greatly  facilitate  the  work  of  the  Highway  Division 
of  the  Maryland  Geological  Survey.  I  hope  we  may  secure  your  co-opera- 
tion in  this  matter  and  for  the  trouble  and  expense  incurred  by  the  clerk 
of  your  Board  in  filling  out  many  of  the  questions  submitted  the  Survey 
will  be  glad  to  send  him  a  check  for  $10.00.  Where  exact  figures  are  not 
at  hand  we  hope  that  as  close  estimates  as  possible  will  be  given,  indi- 
cating in  each  instance  whether  it  is  an  estimate  or  not. 

The  Maryland  Geological  Survey,  acting  under  authority  granted  by  the 
General  Assembly  (Laws  of  Maryland,  1898,  Chapter  454),  is  most  anxious 
to  find  out  the  views  of  the  people  regarding  the  important  matter  of 
highway  improvement.  In  addition  to  the  questions  asked,  the  Survey 
would  appreciate  any  statements  which  you  may  give  regarding  present 
methods  of  highway  management  or  suggestions,  if  any,  for  their  improve- 
ment. As  the  representatives  of  the  counties  in  all  matters  of  highway 
management  your  opinions  will  have  much  weight.  If  any  of  the  following 
questions  do  not  appear  clear  and  further  information  is  desired  please 
communicate  with  this  office  at  once  and  every  effort  will  be  made  to  put 
the  matter  in  a  clearer  light. 

Very  respectfully, 

Questions. 

To  what  extent  does  your  Board  think  it  practicable  for  the  State  to 
enter  upon  actual  highway  improvement? 

Would  your  Board  favor  having  a  section  of  a  model  road  built  in  your 
County  under  the  supervision  of  the  Highway  Division  of  the  Maryland 
Geological  Survey,  the  Survey  to  prepare  the  specifications  and  plans  to  be 
used  in  the  construction  of  the  road  according  to  one  of  the  following  di- 
visions of  cost: 

a.  To  have  expense  divided  between  State  and  County? 

b.  To  have  expense  divided  between  State,  County,  and  Districts  through 
which  improved  piece  of  road  passes? 

c.  To   have   expense   divided   between   State,   County,   and   abutters  upon 
such  piece  of  road? 

(1.  Or  would  your  Board  suggest  some  other  plan  as  to  division  of  ex- 
pense? 


MARYLAND    GEOLOGICAL    SURVEY  35 

What  plan  would  your  Board  suggest  to  provide  for  the  maintenance  of 
roads  improved  under  one  of  the  above  plans? 

I'nder  what  act  or  acts  of  Assembly  with  regard  to  road  management  is 
your  County  acting  at  present? 

How  many  miles  of  roads  (exclusive  of  city  streets)  within  the  limits  of 
3-our  County?  (Estimate  as  closely  as  possible.) 

a.  Mile,s  of  dirt  roads? 

b.  Miles  of  stone  roads? 

c.  Miles  of  gravel  roads? 

d.  Miles  of  shell  roads? 

Indicate  which  are  the  main  traveled  roads  in  your  County,  giving  towns 
along  such  roads  and  at  terminals. 

Which  is  the  main  traveled  road  of  your  County? 

What  is  the  'cost  of  breaking  stone?  By  hand:  per  perch —  -  or  per 
ton —  —  or  per  cubic  yard —  — ;  by  crusher:  per  perch —  -  or  per  ton 
—  or  per  cubic  yard—  — . 

What  is  the  cost  of  hauling  stone  per  cubic  yard?  (State  about  the  aver- 
age distance  hauled.) 

What  is  the  cost  of  spreading  stone  on  road? 

What  is  the  cost  of  gravel  per  cubic  yard? 

What  is  the  cost  of  hauling  gravel  per  cubic  yard?  (State  about  the  aver- 
age distance  hauled.) 

What  is  the  cost  per  square  yard  for  spreading  gravel? 

W7hat  is  the  cost  of  shells  per  bushel?  (State  whether  raw  or  steamed 
shells.) 

WThat  is  the  cost  per  bushel  of  hauling  shells?  (State  about  the  aver- 
age distance  hauled.) 

What  is  the  cost  per  square  yard  for  spreading  shells? 

About  how  much  stone  is  used  per  mile  to  stone  a  road,  giving  width  of 
portion  stoned?  Cost  of  same? 

About  how  much  gravel  is  used  per  mile  to  gravel  a  road,  giving  width 
of  portion  graveled?  Cost  of  same? 

About  how  many  bushels  o*  shells  are  used  per  mile  to  shell  a  road,  giving 
width  of  portion  shelled?  Cost  of  same? 

How  much  tile  drain  has  been  laid  for  purposes  of  road  drainage  during 
the  last  three  years? 

What  does  it  cost  per  foot  to  lay  tile  drain? 

About  how  much  has  been  spent  on  brick  or  stone  culverts  during  the 
last  three  years? 

How  many  road  supervisors  in  your  County? 

What  amount  do  they  receive  per  day? 

How  many  additional  men  are  employed  by  the  supervisors? 

How  much  do  they  receive  per  day? 

About  how  many  days  during  the  year  do  the  supervisors  and  men  work 
upon  the  roads? 

WThat  is  the  required  width  between  fences  of  new  roads? 

What  width  of  roadway  (that  is,  portion  of  road  to  be  traveled)  should, 
in  the  judgment  of  the  Board,  be  required  in  the  construction  of  such  roads? 

To  what  extent  have  plans  with  grades  of  roads  shown  thereon  been 
used  in  grading  roads  in  your  County?  . 


36  INTRODUCTION 

What  road  machinery  is  owned  by  the  County? 

What  was  the  cost  of  same? 

What  is  the  cost  annually  of  keeping  this  machinery  in  repair? 

Does  this  machinery  give  satisfaction  to  the  people  of  the  County? 

About  what,  on  an  average,  does  the  farmer  living  along  a  toll-road  pay 
per  year  in  tolls? 

On  a  rough  estimate  what  proportion  of  farm  wagons  in  your  County  do 
you  think  have  tires  over  3%  inches  wide? 

Do  most  farmers  order  tires  as  wide  as  3y2  inches  on  new  wagons? 

State  the  cost  of  maintaining  roads  and  bridges  in  your  County  as  far 
as  possible,  filling  out  the  blanks  in  the  columns  below  opposite  the  years 
indicated. 

Total  amount 

levied  for  Amount  spent  Amount  spent  Amount  spent  Amount  spent  Amount  spent 

roads  and                  for  for                        for  for  for 

bridges.                bridges.  new  roads.         stone  roads.  pravel  roads.  shell  roads. 


1870 
1880 
1888 
1889 
1890 
1891 
1892 
1893 
1894 
1895 
1896 
1897 
1898 


WThat   cities  and  towns  have  been  helped  by  the  County  in  the  mainte- 
nance of  their  streets  and  how  much  has  been  paid  such  cities  and  towns? 

(Sign  here) 

Clerk  Board  County  Commissioners. 
County. 

It  is  very  desirable  that  these  blanks  should  be  returned  filled  out  not 
later  than  December  31,  1898. 

LETTER   TO   THE   NEWSPAPERS    OF   MARYLAND. 

• 

A  few  days  after  the  above  communication  had  been  sent  to  the 
Boards  of  County  Commissioners,  the  following  circular-letter  was 
sent  to  the  newspapers  of  the  state. 

MARYLAND  GEOLOGICAL  SURVEY,  JOHNS  HOPKINS  UNIVERSITY, 

BALTIMORE,  December  7,  1898. 

DEAR  SIR: — The  Maryland  Geological  Survey  has  sent  to  the  Boards  of 
County  Commissioners  a  series  of  questions  similar  to  those  appended  to 


MARYLAND    GEOLOGICAL   SURVEY  37 

this  letter  hoping  that  it  may  secure  careful  answers  to  the  same  as  far  as 
possible.  It  is  believed  that  the  information  secured  will  be  of  benefit  in 
formulating  action  in  the  future.  It  is  the  desire  of  the  Geological  Survey 
to  put  itself  in  touch  with  the  enlightened  sentiment  of  the  people  of  the 
State  upon  this  important  question.  It  realizes  that  no  progress  can  be 
made,  however,  except  by  hearty  co-operation  on  the  part  of  the  established 
authorities  of  the  several  counties. 

The  Maryland  Geological  Survey  is  acting  under  authority  granted  by 
the  General  Assembly  (Laws  of  Maryland,  1898,  Chapter  454)  in  its  investi- 
gation of  the  highway  conditions  of  Maryland  and  in  its  study  of  the 
character  and  distribution  of  the  natural  road-building  materials.  A  careful 
survey  of  every  county  in  the  State  has  been  made  along  these  lines  during 
the  last  eight  months  as  described  in  the  Baltimore  Sun  of  December  7.  The 
methods  which  are  being  followed  are  those  that  have  been  adopted  by 
countries  and  States  which  are  intelligently  constructing  their  roads.  No 
radical  change  in  existing  road  laws  is  proposed  by  the  Survey,  but  it  is 
believed  that  the  construction  of  model  roads  throughout  the  State  will 
gradually  bring  about  an  improved  system  of  highway  construction  on  the 
part  of  the  people  themselves. 

It  is  the  hope  of  the  Survey  that  you  may  be  willing  to  give  wide  publicity 
through  your  paper  to  the  questions  submitted  and  will  ask  your  readers 
to  send,  such  answers  as  they  may  feel  inclined  to  give,  to  the  Chief  of  the 
Highway  Division,  Maryland  Geological  Swvey,  Baltimore,  Maryland.  These 
letters  will  receive  most  careful  consideration. 

Will  you  kindly  send  copies  of  any  issues  of  your  paper  which  refer  to 
our  work. 

Very  respectfully, 

LETTER  TO  THE  FARMERS  OF  MARYLAND. 

Several  months  later  a  letter  was  addressed  to  the  farmers  and 
other  landed  proprietors  o±  the  state.  Over  three  thousand  of  these 
letters  were  sent  to  the  leading  citizens  of  the  counties  with  the  result 
that  about  one  thousand  replies  were  secured.  These  replies  have 
been  of  great  importance  in  tabulating  information  regarding  the 
present  condition  of  Maryland  roads,  since  they  come  from  those  citi- 
zens of  the  state  whose  interests  are  most  directly  affected. 

MARYLAND  GEOLOGICAL  SURVEY,  JOHNS  HOPKINS  UNIVERSITY, 

BALTIMORE,  April  7,  1899. 

DEAR  SIR: — The  Highway  Division  of  the  Maryland  Geological  Survey, 
acting  under  a  recent  act  of  the  General  Assembly,  is  collecting  information 
concerning  the  present  condition  and  methods  of  maintenance  of  the  high- 
waj's  of  the  State,  together  with  other  data  which  will  prove  of  value  in 
formulating  plans  for  the  improvement  of  the  roads  throughout  Maryland. 
Circulars  have  been  sent  to  your  Board  of  County  Commissioners  asking 
for  information  concerning  the  number  of  miles  and  kinds  of  roads  in  the 


38  INTRODUCTION 

county;  the  cost  and  nature  of  various  types  of  road  work  as  carried  on 
at  present;  and  what  road  machinery  is  owned  by  the  county.  We  have 
also  obtained  as  far  as  possible  the  amount  it  has  cost  the  county  for  re- 
pairs of  roads  for  the  past  ten  to  twenty  years.  In  addition  to  this  infor- 
mation many  miles  of  roads  in  every  county  in  the  State  have  been  gone 
over  with  a  view  to  ascertaining  as  nearly  as  possible  some  of  the  actual 
conditions  which  exist. 

In  our  laboratory,  established  for  investigating  the  natural  road-building 
materials,  tests  are  being  made  of  the  rocks  from  all  localities  in  the  State. 
The  resxilt  of  these  experiments  enables  us  to  tell  the  relative  value  of  the 
different  rocks  for  road  purposes. 

Any  stone  which  you  wish  tested  and  compared  with  similar  varieties 
from  other  localities  we  shall  be  glad  to  test  for  you  free  of  cost,  save  the 
expense  of  the  freight  charges.  If  you  will  send  us  particulars  as  to  the 
location  and  nature  of  your  quarry,  ledge  or  pit,  material  from  which  you 
wish  us  to  test,  we  will  mail  you  directions  for  sending  the  sample,  which 
should  weigh  not  less  than  thirty  pounds.  Our  laboratory,  which  is  on  the 
ground  floor  of  the  Geological  Building  of  Johns  Hopkins  University  on 
Howard  street,  Baltimore,  is  open  every  week  day,  and  we  should  be  glad 
to  show  you  at  any  time  the  methods  used  in  testing  road  materials. 

To  make  our  Highway  Report  complete  in  every  particular  we  have  need 
of  the  information  which  your  answers  to  the  enclosed  questions  will  give. 
It  is  practically  impossible  for  us  to  reach  every  farmer  in  the  state  as  we 
would  like  to  do,  but  we  shall  try  to  have  at  least  one  of  our  circulars  reach 
every  neighborhood.  It  is  earnestly  hoped  that  every  one  who  receives 
these  questions  will  discuss  them  with  his  neighbor  and  return  the  same 
to  us  within  a  week  after  receiving  them,  with  as  complete  answers  as  pos- 
sible. We  enclose  an  extra  set,  and  should  there  be  any  one  who.  you 
think  would  be  interested,  will  you  kindly  give  him  the  extra  copy. 
We  shall  be  glad  to  send  circulars  to  other  prominent  farmers  in  your 
neighborhood,  who  may  be  willing  to  answer  our  questions,  if  you  will 
send  us  their  addresses.  We  hope  you  will  answer  the  questions  as  fully 
as  possible,  but  do  not  fail  to  send  us  such  answers  as  you  can,  even  though 
many  questions  must  remain  unanswered. 

The  information  thus  obtained  will  only  be  used  as  a  whole,  and  will  not 
be  made  piiblic  as  coming  from  any  individual. 

If  there  is  not  room  for  the  answer  to  any  question  in  the  space  left  for 
it  you  can  put  it  either  upon  the  back  of  the  sheet  or  upon  another  piece 
of  paper.  All  communications  should  be  addressed  to  Maryland  Geological 
Survey,  Highway  Division,  Baltimore,  Md.  An  early  reply  will  oblige, 

Respectfully  yours, 

Questions. 

1.  Name. 

2.  Nearest  Post  Office. 

3.  County. 

4.  What  is  the  size  of  your  farm? 

5.  What  road  or  roads  do  you  travel  going  from  your  house  to  the  Post 
Office. 


MARYLAND    GEOLOGICAL    SURVEY  39 

6.  Distance  to  the  Post  Office. 

7.  Is  the  road  a  clay  or  sanch'  road,  or  has  it  been  "  piked  "  with  stone, 
gravel  or  shells? 

8.  What  repairs  does  this  piece  of  road  generally  receive  in  each  year? 

9.  Is  a  road  machine  used  on  the  road? 

10.  Are  the  repairs  of  such  a  nature  that  the  road  is  better  because  of 
them,  or  does  the  road  remain  about  the  same  from  year  to  year? 

11.  What  in  your  opinion  is  the  effect  on  the  roads  of  the  road  machines 
or  road  scrapers? 

12.  Do  you  think  it  causes  them  to  wear  away  faster? 

13.  In  your  neighborhood  is  it  the  custom  to  put  the  sod  and  other  loose 
materials  from  the  sides  on  the  middle  of  the  road? 

14.  Is  this  generally  done  with  the  road  machine  or  by  shovels? 

15.  To  what  extent  and  in  what  way  have  other  roads  in  your  vicinity 
been  improved? 

16.  How  many  miles  have  been  so  improved? 

17.  Are  you  ever  prevented  from  attending  church,  lectures,  social  gath- 
erings or  sending  your  children  to  school  by  the  condition  of  the  roads  at 
any  particular  season  of  the  year? 

18.  How  many  weeks  during  the  year  are.  the  roads  in  your  neighbor- 
hood— 

(a)  In  a  bad  condition? 

(b)  In  an  impassable  condition? 

19.  To  what  places  do  you  haul  your  produce  to  ship  or  sell  it? 

20.  What  is   the  average   distance  in    miles   which  you   haul   a   load   to 
market  or  to  shipping  point? 

21.  What  does  it  cost  you  to  haul  an  average  load  this  distance? 

22.  About  what  is  the  average  distance  produce  in  your  district  is  hauled 
in  order  to  reach  a  market? 

23.  Are  you  obliged  to  haul  over  toll-roads? 

24.  What  do  you  pay  per  year  in  tolls? 

25.  How  many  horses  and  mules  do  you  keep? 

26.  How  many  horses  and  mules  would  you  keep  if  the  roads  were  iji 
good  condition  all  the  time? 

27.  About  how  much  weight  in  tons  do  you  haul  over  the  roads  during 
a  year — 

(a)  From  your  farm? 
(6)   To  your  farm? 

28.  What  kinds  of  produce  do  you  sell,   and  how  much? 

29.  How  many  tons  per  horse  do  you  generally  haul — 

(a)  In  winter? 
(6)  In  spring? 

(c)  In  summer? 

(d)  In  fall? 

30.  What  is  the  difference  in  cost  of  hauling  when  your  roads  are  in  bad 
shape  as  compared  to  when  they  are  at  their  best? 

31.  Are   the   roads   ever  so   bad   that  you   cannot   haul  your   produce   to 
market  or  the  shipping  point? 

32.  Would  it  be  to  your  advantage  to  haul  at  this  time? 


40  INTRODUCTION 

33.  What  would  be  your  additional  annual  profit  if  you  could  market 
your  produce  at  any   season  of  the  year  and  thus   sell  at  times  of  high 
prices? 

34.  About  how  much  do  you  spend  in  a  year  on  repairs  to  your  wagons? 

35.  How  much  less  do  you  think  this  expense  would  be  if  the  roads  were 
in  good  condition  all  the  year  around? 

36.  What  would  you  be  willing  to  pay  yearly  for  the  satisfaction  of  driv- 
ing over  good  roads  independently  of  any  other  benefit? 

37.  How  much  increase  in  travel  would  there  be  in  your  neighborhood 
if  the  roads  were  good? 

38.  Would  this  increase  in  travel  benefit  your  neighborhood? 

39.  How  much  annual  profit  would  you  get  from  this  increased  travel? 

40.  To  what  extent,  if  any,  has  the  value  of  land  increased  per  acre  due 
to  improvements  on  roads  in  your  -vicinity? 

41.  In  your  opinion  would  the  value  of  farms  be  increased  if  the  roads 
in  their  vicinity  were  improved  in  a  substantial  manner? 

42.  About  how  much  do  you  think  this  increase  would  be  per  acre? 

43.  Do  you  use  on  your  .wagons  tires  as  wide  as  3%  inches? 

44.  Do   most   farmers   in   your   neighborhood   use    tires    as   wide   as    3% 
inches? 

45.  Would,  you  favor  a  plan  whereby  the  State  would  aid  the  counties  in 
the  construction  of  roads? 

46.  Would  you  favor  having  such   roads  constructed   under  the  super- 
vision of  the  State  Geological  Survey?  ,   . 

47.  If  such   roads  were  built  do  you  think  that  they  should  be  main- 
tained by  the  State  or  by  the  counties? 

A  few  weeks  later  the  following  letter  was  sent  to  those  who  had 
not  replied  to  the  earlier  communication: 

MARYLAND  GEOLOGICAL  SURVEY,  JOHNS  HOPKINS  UNIVERSITY, 

BALTIMORE,  April  30,  1899. 

DEAR  SIR: — About  three  weeks  ago  there  was  sent  to  you  a  set  of  ques- 
tions which  you  were  kindly  requested  to  answer.  There  was  enclosed  an 
addressed  stamped  envelope  for  their  return. 

Fearing  the  matter  may  have  escaped  your  memory,  I  take  the  liberty 
of  reminding  you  of  it,  and  I  earnestly  request  that  you  will  give  the  ques- 
tions your  earliest  attention.  The  information  which  can  be  derived  from 
the  answers  will  be  of  the  greatest  use  and  importance,  as  is  shown  by  the 
large  number  already  returned  from  many  sections  of  the  State. 

Your  set  of  answers  is  important  toward  compiling  information  in  your 
district.  If  you  cannot  answer  all  the  questions,  answer  those  you  can. 
Additional  lists  if  needed  will  be  mailed  you  on  application. 

I  hope  you  will  not  allow  this  request  to  go  unanswered. 
Respectfully  yours, 

LETTER   TO   THE   PRESIDENTS    OF   TURNPIKE   COMPANIES   OF   MARYLAND. 

The  turnpike  companies  of  the  state  were  also  asked  to  furnish 
information  regarding  their  affairs,  since  the  turnpikes  are  main- 


MARYLAND    GEOLOGICAL    SURVEY  41 

tained  at  the  expense  of  the  people  of  the  state  in  hardly  less  degree 
than  the  county  highways.  It  was  thought  important  that  the  people 
of  the  state  should  have  a  knowledge  of  the  actual  conditions,  but  it 
has  been  very  difficult  to  secure  the  desired  information,  as  the  officers 
of  the  companies  have  in  many  instances  been  unwilling  to  answer  the 
questions  submitted.  The  fact  should  not  be  lost  sight  of  that  the 
turnpike  companies  represent  vested  interests  which  should  not  be 
disturbed,  if  at  all,  without  an  adequate  payment  on  the  part  of  the 
state  or  counties  for  the  properties  taken,  yet  the  control  of  the 
public  ways  by  private  interests  is  a  matter  of  serious  concern.  The 
questions  asked  were  intended  simply  to  place  the  real  facts  before 
the  people  and  not  to  influence  action  on  this  important  subject.  Sev- 
eral states,  notably  New  Jersey,  have  already  taken  action  in  this 
matter  and  have  bought  out  many  of  the  private  companies  to  the 
great  advantage  of  the  public  interests. 

MARYLAND  GEOLOGICAL  SURVEY,  JOHNS  HOPKINS  UNIVERSITY, 

BALTIMORE,  July  1,  1899. 

DEAR  SIR: — The  General  Assembly  of  Maryland,  at  its  session  of  1898,  au- 
thorized the  organization  of  the  Highway  Division  of  the  State  Geological 
Survey,  and  charged  it  to  report  on  the  condition  of  the  roads  of  the 
State  and  the  best  methods  of  improving  them. 

We  find  that  in  1818,  Charles  Goldsborough,  then  Governor  of  Maryland, 
made  a  report  to  the  General  Assembly  on  the  condition  of  the  turnpikes 
then  existing,  namely:  The  Baltimore  and  Keisterstown,  the  Baltimore  and 
Yorktown,  the  Baltimore  and  Frederick,  and  the  Cumberland  turnpike 
roads,  in  which  he  incorporated  answers  received  from  the  presidents  of 
these  roads  to  questions  submitted  by  him.  These  dealt  largely  with  the 
financial  condition  of  the  roads,  and  the  answers  gave  the  cost  of  construc- 
tion, the  amount  of  their  stock,  the  sums  received  annually  as  tolls,  the 
cost  of  maintenance,  and  the  dividends  declared  for  a  number  of  years. 
We  think  it  would  be  a  matter  of  great  interest  to  collect  similar  data 
regarding  the  turnpikes  of  to-day,  for  comparison,  and  therefore  send  you 
a  series  of  questions,  hoping  that  you  will  answer  as  fully  as  you  are  able 
or  are  willing  to  do.  We  do  not  intend  to  publish  any  information  in 
separate  form  regarding  the  private  affairs  of  turnpike  companies,  which 
they  may  not  desire  to  make  public,  and  therefore  shall  only  use  the 
answers  you  mark  with  X  in  compiling  general  statistics,  without  refer- 
ence to  your  particular  company. 

Estimates  will  be  of  value  to  us  where  accurate  answers  cannot  be  given. 
The  favor  of  a  prompt  reply,  even  though  incomplete,  will  be  highly  appre- 
ciated. 

Yours  respectfully, 


42  INTRODUCTION 

Questions. 

1.  Corporate  name. 

2.  Under  what  law  was  charter  taken  out? 

3.  Length  of  road  built. 

4.  Length  of  road  on  which  toll  is  now  charged. 

5.  Cost  of  construction  of  whole  road  including  bridges. 

*6.  What  bridges  have  been  erected  over  considerable  streams,  and  at 
what  cost? 

7.  Has  the  road  been  bought  out  at  any  time,  and  at  what  cost? 

8.  What  were  the  original  amounts  of  bonds  and  stock  issued? 

9.  'What  are  the  present  amounts  of  bonds  and  stock  outstanding? 
*10.  What  are  the  gross  receipts  for  the  last  five  years? 

*11.  Cost  of  maintenance  for  the  last  five  years. 

12.  Net  profits  for  the  last  five  years. 

13.  Proportion  of  gross  receipts  to  operating  expenses  for  the   last   five 
years. 

14.  Give   figures   of   any   other  years   that   may   furnish   interesting   com- 
parison with  these. 

15.  Do  you  collect  monthly  or  annual  tolls  from  any  persons?     If  so  what 
are  the  average  amounts? 

16.  What  are  the  present  market  values  of  the  bonds  and  stock? 

*17.  What  interest  and  dividends  have  been  paid  for  the  last  five  years? 

18.  Did   your   company   ever   pay    dividends   as   high    as   eight    per   cent? 
When? 

*19.  In  what  condition  is  the  road  at  present?  How  many  gates,  and  for 
what  time  and  distance  of  road  have  they  been  thrown  open  in  the  last 
five  years? 

*20.  Under  what  grievances  does  the  company  labor  which  are  within  the 
power  of  the  Legislature  to  remove? 

21.  Is  there  much  evasion  of  proper  tolls? 

22.  What  do   you   think   would   be  the   annual   receipts  if   these   evasions 
could  be  stopped? 

23.  How  much  do   you  think  is  lost  annually   by   dishonesty  of  toll-gate 
keepers? 

*24.  Can  you  form  any  estimate  of  the  number  of  wagons  loaded  with 
produce  or  merchandise,  or  of  the  value  of  produce  or  merchandise  wagoned 
on  the  road  in  the  course  of  a  year? 

*25.  In  what  manner  would  legislative  interference  most  promote  the  in- 
terests of  the  road  and  at  the  same  time  those  of  the  community? 

26.  What  rates  of  toll  do  you  charge?     (If  you  have  a  printed  list  please 
enclose  a  copy.) 

27.  Would  the  owners  like  to  sell  the  road  to  the  State  or  counties  at  a 
reasonable  price? 

28.  What  would  you  consider  a  reasonable  price? 

Answers  marked  X  will  not  be  used  with  reference  to  a  particular  cor- 
poration, but  only  in  compiling  general  statistics. 

*  Questions  similar  to  those  marked  thus  occur  in  the  investigation  of  1818. 


MARYLAND    GEOLOGICAL    SURVEY  43 

LETTER  TO  THE  GOVERNORS  OF  OTHER  STATES. 

Extensive  correspondence  was  also  entered  into  with  officials  of  the 
various  states  in  order  that  accurate  knowledge  might  be  gained 
regarding  the  conduct  of  highway  affairs  in  other  portions  of  this 
country.  The  following  circular-letter  was  sent  to  the  Governor  of 
each  state,  requesting  the  desired  information. 

MARYLAND  GEOLOGICAL  SURVEY,  JOHNS  HOPKINS  UNIVERSITY, 

BALTIMORE,  June  9,  1899. 

SIR: — The  Highway  Division  of  the  Maryland  Geological  Survey  is  collect- 
ing all  information  available  concerning  recent  highway  legislation  in  the 
United  States  to  serve  as  suggestions  in  the  formulation  of  highway  laws 
for  Maryland.  It  would  be  of  the  greatest  help  if  you  would  have  sent  to 
this  office  copies  of  your  State  road  laws  and  State  highway  reports  if  any 
such  have  been  enacted  or  prepared.  What  has  been  the  experience  of  your 
State  in  the  employment  of  convicts  on  highway  work;  have  they  proved 
efficient  workmen,  and  what  is  the  general  sentiment  concerning  their  em- 
ployment? 

Yours  respectftilly, 

Replies  were  received  from  nearly  all  the  states,  and  Dr.  Reid  has 
discussed  this  subject  very  fully  in  a  later  chapter. 

Upon  the  receipt  of  replies  from  the  executives  of  the  several 
states,  a  digest  of  the  laws  was  made  and  the  prepared  statement 
returned  for  revision,  accompanied  by  the  following  letter: 

MARYLAND  GEOLOGICAL  SURVEY,  JOHNS  HOPKINS  UNIVERSITY, 

BALTIMORE,  July  20,  1899. 

DEAR  SIR:— I  thank  you  for  the  copy  of  the  road-laws  of  your  state.  I 
have  extracted  from  it  the  enclosed  outline  of  the  methods  01  the  adminis- 
tration of  your  roads.  Will  you  kindly  glance  over  it  and  make  any  cor- 
rections or  additions  that  you  think  proper. 

Yours  very  truly, 

LETTER    TO    HIGHWAY    OFFICERS. 

After  all  the  information  possible  was  secured  in  the  manner  above 
described  there  were  still  some  states  whose  laws  were  not  compiled 
and  from  which  it  was  necessary  to  secure  more  definite  information. 
The  following  letter,  with  the  attached  questions,  was  sent  to  the 
State  Highway  Boards  or  other  officers  connected  with  highway  affairs. 


44  INTRODUCTION 

MARYLAND  GEOLOGICAL  SURVEY,  JOHNS  HOPKINS  UNIVERSITY, 

BALTIMORE,  July  20,  1899. 

DEAR  SIR: — We  are  making  a  report  to  the  Maryland  Legislature  on  the 
condition  of  the  roads  in  the  state  and  the  best  method  of  improving  them; 
and  we  wish  to  add  an  account  of  the  administration  of  roads  in  other 
states.  We  shall  be  greatly  indebted  to  you  if  you  will  kindly  answer  the 
inclosed  questions. 

Yours  very  truly, 

Questions. 

1.  Are  roads  administered  by  state,  county  or  township  officers?     What 
are  their  titles. 

2.  Are  they  elected  or  appointed,  and  by  whom? 

3.  Do  they  appoint  road  supervisors? 

4.  How  is  the  road-tax  levied,  by  state,  county  or  township? 

5.  Is  there  a  poll-  and  a  property-tax? 

6.  Is  it  always  spent  in  district  where  raised? 

7.  May  it  be  worked  out  in  labor? 

8.  Are  there  provisions  for  special  tax  or  for  issue  of  bonds  for  road-im- 
provements? 

9.  Does  law  provide  for  the  width  of  roads,  and  for  wide  tires  to  "wagons? 

10.  What  movement  is  on  foot  for  the  improvement  of  roads? 

11.  What  improvement  has  actually  taken  place? 

12.  Additional  remarks. 


SAMPLE  ROAD  CONSTRUCTION. 

The  Highway  Division  of  the  Maryland  Geological  Survey  has 
co-operated  in  the  construction  of  two  pieces  of  sample  road.  The  first 
work  was  done  in  connection  with  the  Office  of  Road  Inquiry  of  the 
U.  S.  Department  of  Agriculture,  and  the  second  in  co-operation  with 
the  officers  of  the  Baltimore  County  Agricultural  Society. 

During  the  summer  of  1898  the  Office  of  Road  Inquiry  of  the 
U.  S.  Department  of  Agriculture  was  requested  by  the  officers  of 
Baltimore  county  to  supervise  the  construction  of  a  piece  of  sample 
road  in  the  vicinity  of  Fork  P.  O.  Mr.  E.  G.  Harrison,  the  road 
expert  of  that  office,  was  detailed  to  the  work,  and  the  members  of 
the  State  Highway  Division  co-operated  with  him  in  the  subsequent 
opening  of  the  road,  which  was  made  an  occasion  for  bringing 
together  many  of  the  leading  citizens  of  the  state,  when  addresses 
relating  to  the  importance  of  good  roads  were  delivered  on  the  ground. 
This  road,  which  is  more  fully  described  by  Mr.  Johnson  in  a  later 


MARYLAND  GEOLOGICAL  SURVEY. 


VOLUME  III,  PLATE  II. 


FlO.  1.— ROAD     PARTIALLY     CONSTRUCTED. 


The  Frierteiiwald  Co. 


FlO.  2.— ROAD    NEARLY    COMPLETED. 


SAMPLE  ROAD   CONSTRUCTED  UNDER  SUPERVISION  OF  MARYLAND  GEOLOGICAL 
SURVEY  AT  TIMONIUM  FAIR,  AUGUST  29-SEPTEMBER  2,  1899. 


MARYLAND    GEOLOGICAL    SURVEY  ,45 

• 

chapter,  is  about  one-half  mile  in  length  with  a  width  of  twelve  feet, 
and  is  thus  sufficiently  long  to  indicate  to  the  people  of  the  county 
the  importance  of  a  properly  constructed  highway. 

The  officers  of  the  Baltimore  County  Agricultural  Society  requested 
the  Highway  Division  of  the  Maryland  Geological  Survey  to  superin- 
tend the  construction  of  a  sample  piece  of  road  upon  its  grounds  at 
Timonium  during  its  annual  fair,  August  29  to  September  2,  1899, 
which  request  was  gladly  responded  to  on  the  part  of  the  officers  of 
the  Survey.  A  road  one  hundred  yards  in  length  was  laid  out,  show- 
ing the  different  stages  of  construction  from  the  properly  prepared 
subgrade  to  the  fully  rolled  surface.  Several  types  of  material  were 
furnished  for  the  road,  fifty  yards  being  constructed  of  slag  contrib- 
uted by  the  Maryland  Steel  Company,  while  the  remainder  was 
made  of  crushed  stone  secured  from  the  marble  quarry  of  the  Beaver 
Dam  Company  and  the  gneiss  quarry  of  the  Peddicord  Company. 
Part  of  this  road  was  made  fifteen,  and  part  twelve  feet  in  width. 
The  steam-roller  and  other  machinery  used  in  construction  were 
secured  from  Baltimore  county.  Many  people  visited  the  road  dur- 
ing the  progress  of  the  fair  and  great  interest  was  manifested  in  the 
latest  and  most  approved  methods  which  were  exhibited  in  its  con- 
struction. 

SPECIFICATIONS  FOR  HIGHWAYS. 

Much  preliminary  work  has  already  been  done  by  the  Highway 
Division  in  preparing  plans  for  the  permanent  improvement  of  the 
highways  of  the  state.  Several  leading  lines  of  travel  have  been 
critically  examined  and  in  a  few  instances  actual  surveys  have  beefi 
made.  The  plats  of  these  roads  with  detailed  estimates  of  cost  for 
construction  will  be  laid  before  the  General  Assembly. 

The  publication  of  the  plats  and  estimates  already  made  is  not 
thought  desirable  in  this  volume,  as  such  special  information  would 
possess  little  of  general  interest,  while  the  expense  connected  there- 
with would  be  far  greater  than  any  benefits  that  could  possibly  be 
derived.  The  specifications  and  working  drawings  will  be  laid  before 
the  proper  officials  as  they  are  needed.  i 


46  INTRODUCTION 

• 

PROPOSED  LEGISLATION. 

It  will  be  necessary  to  enact  additional  legislation  in  order  that  the 
people  of  the  state  may  derive  permanent  benefits  from  the  investiga- 
tions of  the  Highway  Division.  It  would  be  entirely  feasible  to 
extend  the  present  investigations  to  the  construction  of  experimental 
or  model  roads,  which  should  be  located  at  convenient  points  in  the 
vicinity  of  the  several  county-towns  in  order  that  the  people  may  see 
in  actual  operation  the  most  approved  methods  of  modern  road-con- 
struction. Such  roads  might  be  built  either  by  4he  state  inde- 
pendently or  by  the  joint  action  of  the  state  and  the  counties.  Such 
a  gradual  extension  of  the  work  of  the  Highway  Division  would  be 
more  advisable  than  the  attempt  at  a  general  construction  of  highways 
before  the  people  thoroughly  understand  the  most  permanent  and> 
at  the  same  time,  the  most  economical  methods  of  road-building, 
directed  and  controlled  by  the  best  engineering  skill.  A  knowledge 
of  road-engineering  has  to-day  come  to  be  as  well  recognized  and  neces- 
sary for  the  most  economical  road-building  as  any  other  branch  of 
engineering  where  serviceable  structures  are  sought. 

Before  the  state  can  actually  enter  upon  a  comprehensive  plan  of 
state  road-building,  in  co-operation  with  the  counties,  it  may  be  neces- 
sary to  secure  an  amendment  to  the  constitution,  and  if  that  should 
prove  to  be  the  case,  two  years  at  least  would  elapse  before  the  work 
could  be  inaugurated;  in  the  meantime  the  experimental  work  above 
described  could  be  undertaken.  In  many  ways  such  a  period  of  model 
road-building  would  have  many  advantages,  in  that  the  people  would 
thoroughly  understand,  before  the  succeeding  session  of  the  General 
Assembly,  what  kind  of  system  they  were  desirous  of  permanently 
adopting.  Most  of  the  states  now  engaged  in  such  schemes  of  road- 
construction  have  approached  the  question  by  similar  stages  and  with 
the  result  that  the  state  highways  are  meeting  with  almost  universal 
approval  on  the  part  of  the  people.  In  the  light  of  experience  else- 
where it  is  to  be  distinctly  urged  that  the  people  of  Maryland  enter 
upon  state  road-building  cautiously  and  only  after  the  best  methods  of 
work  are  thoroughly  comprehended. 


PART  II 

THE  RELATIONS  OF  MARYLAND 
TOPOGRAPHY,  CLIMATE  AND  GEOLOGY 

TO 

HIGHWAY  CONSTRUCTION 


BY 

WM.  BULLOCK  CLARK 


THE  RELATIONS  OF  MARYLAND  TOPOGRAPHY, 

CLIMATE  AND  GEOLOGY  TO  HIGHWAY 

CONSTRUCTION 

BY 

WM.  BULLOCK  CLARK 


The  diversified  physical  features  of  Maryland  have  so  far-reaching 
an  influence  upon  the  many  problems  presented  in  highway-con- 
struction as  to  demand  the  careful  consideration  of  the  people  of  the 
state.  The  topography,  the  climate,  and  the  geology  of  Maryland 
have  been  elsewhere  discussed  in  great  detail  and  an  exhaustive  treat- 
ment of  these  subjects  is  unnecessary  in  the  present  report.  It  is 
essential,  however,  to  consider  briefly  their  chief  characteristics  with 
especial  reference  to  their  effect  upon  road-building,  and  in  so  doing 
it  will  be  apparent  that  those  features  which  may  be  of  advantage  in 
one  county  may  prove  to  be  a  positive'  disadvantage  in  another;  that 
the  same  amounts  of  rainfall,  for  example,  will  produce  very  different 
effects  in  areas  of  high  and  low  relief,  or  upon  hard  and  soft  rocks; 
and  that  the  same  temperatures  will  differently  affect  the  foundation 
materials  of  the  highways  in  the  several  districts  of  the  state.  It 
is  evident,  therefore,  that  the  highway  engineer  must  adapt  his  plans 
for  road-construction  to  the  physical  conditions  of  the  particular  dis- 
trict in  which  he  is  engaged.  In  the  subsequent  pages  some  of  the 
general  and  specific  relations  existing  between  the  topography,  the 
climate,  and  the  geology  on  the  one  hand,  and  highway-construction 
on  the  other,  will  be  discussed. 

MARYLAND  TOPOGRAPHY  IN  RELATION  TO  HIGHWAY 

CONSTRUCTION. 

The  state  of  Maryland  forms  a  portion  of  the  Atlantic  slope  which 
stretches  from  the  crest  of  the  Alleghanies  to  the  sea,  and  comprises 


50  THE    RELATIONS    OF    MARYLAND    TOPOGRAPHY,    ETC. 

three  more  or  less  sharply  defined  regions  that  have  been  described 
elsewhere  as  the  Coastal  Plain,  the  Piedmont  Plateau,  and  the  Appa- 
lachian Region.  These  three  districts  follow  the  Atlantic  border  of 
the  United  States  in  three  belts  of  varying  width  from  New  York 
southward  to  the  Gulf.  Maryland  is,  therefore,  closely  related  in  its 
topographical  features  to^the  states  which  lie  to  the  north  and  south 
of  it.  Its  central  location  on  the  Atlantic  border  renders  the  Mary- 
land section  perhaps  the  most  characteristic  of  this  broad  tract.  In 
crossing  the  three  districts  from  the  ocean  border  the  country  rises  at 
first  gradually  and  then  more  rapidly  until  it  culminates  in  the 
highlands  of  the  western  portion  of  the  state. 

The  relations  which  the  surface  characteristics  of  each  county 
bear  to  highway  construction  need  careful  attention,  since  the  manner 
in  which  the  public  ways  are  adjusted  to  the  relief  of  the  land  be- 
comes a  question  of  much  practical  importance.  A  grade  sufficiently 
great  to  thoroughly  drain  the  highway  is  valuable,  but  anything 
beyond  that  becomes  a  constantly  increasing  impediment  to  travel. 
It  is  evident,  therefore,  that  much  skill  is  required  by  the  road-builder 
in  locating  the  road  in  order  that  the  grades  may  be  kept  down  to  the 
lowest  possible  amount  compatible  with  the  other  factors  involved.  It 
will  be  of  value  to  consider  the  leading  characteristics  of  Maryland 
topography  throughout  the  various  portions  of  the  state  from  this 
aspect,  and  point  out  the-  manner  in  .which  the  highways  of  each 
county  have  been  and  may  still  further  be  adjusted  to  the  relief  of 
the  land. 

THE  COASTAL  PLAIN. 

The  Coastal  Plain  includes  the  eastern  margin  of  the  Atlantic  slope 
extending  from  the  edge  of  the  continental  shelf  on  the  east  to  the 
head  of  tide  on  the  west,  the  latter  reaching  to  a  line  extending  across 
the  state  from  northeast  to  southwest  from  Port  Deposit,  past  Balti- 
more, to  Washington.  This  region  is  divided  into  a  submarine  prov- 
ince and  a  subaerial  province,  the  former  extending  from  the  edge 
of  the  continental  shelf  to  the  present  continental  border;  the  latter 
from  the  land-margin  to  the  head  of  tide  as  above  described.  For 
our  present  purpose  it  will  be  unnecessary  to  consider  further  the 
submarine  province. 


MARYLAND    GEOLOGICAL,    SURVEY  51 

The  subaerial  province,  which  includes  the  eastern  and  northern 
counties  of  the  state,  comprises  nearly  5000  square  miles,  or  some- 
what over  one-half  the  land  area  of  the  state.  It  is  formed,  for  the 
most  part,  of  level  areas  of  lowland  which  extend  with  gradually  in- 
creasing elevation  from  the  coastal  border,  where  the  whole  surface 
stands  very  nearly  at  sea-level,  to  heights  of  three  hundred  feet  and 
more  along  its  western  edge.  The  region  is  cut  quite  to  the  border 
of  the  Piedmont  Plateau  by  tidal  estuaries,  and  the  topography  be- 
comes more  and  more  pronounced  in  passing  inland  from  the  coast. 
The  Chesapeake  Bay  extends  nearly  across  its  full  length  from  south 
to  north,  while  the  larger  rivers  and  their  tributaries  deeply  indent 
the  country  in  all  directions,  making  the  coast-line  of  Maryland  the 
longest  of  any  state  in  the  country.  The  drainage  of  the  region, 
except  near  the  margin  of  the  Coastal  Plain,  and  in  some  of  the  larger 
rivers  which  rise  without  the  area,  is  consequent  upon  the  present 
surface  of  the  land,  but  has  been  considerably  modified  by  oscillations 
in  level.  These  oscillations  have  left  the  lower  courses  of  the  streams 
submerged,  producing  the  Chesapeake  Bay  and  the  other  tidal  estu- 
aries of  the  state. 

The  subaerial  portion  of  the  Coastal  Plain  in  Maryland  may  be 
divided  into  a  lower  eastern  and  a  higher  western  division,  separated 
by  the  Chesapeake  Bay.  The  former  is  known  under  the  name  of 
Eastern  Maryland,  or  the  Eastern  Shore;  while  the  latter  is  com- 
monly referred  to  as  Southern  Maryland,  or  the  Western  Shore. 

The  eastern  division  includes  the  counties  of  Worcester,  Wicomico, 
Somerset,  Dorchester,  Caroline,  Talbot,  Queen  Anne's,  Kent  and  Cecil. 
To  this  region  most  of  the  state  of  Delaware  also  properly  belongs. 
Nowhere,  except  in  the  extreme  north,  does  the  country  reach  100 
feet  in  elevation,  while  most  of  it  is  below  25  feet  in  height.  Both 
on  the  Atlantic  coast  and  more  especially  upon  the  shores  of  the 
Chesapeake  Bay  it  is  deeply  indented  by  bays  and  estuaries.  The 
Atlantic  coast  especially  shows  very  strikingly  the  result  of  sand-bar 
construction  and  the  lagoons  and  inlets  which  are  formed  in  conse- 
quence of  it.  The  drainage  of  the  region  is  simple,  the  streams  flow- 
ing from  the  watershed  directly  to  the  Atlantic  ocean  and  Delaware 


52  THE    RELATIONS    OF    MARYLAND    TOPOGRAPHY,    ETC. 

Bay  upon  the  east,  and  to  the  Chesapeake  Bay  upon  the  west.  The 
position  of  the  watershed  along  the  extreme  eastern  margin  of  the 
area  is  very  striking;  in  Worcester  county  for  much  of  the  distance 
it  is  only  a  few  miles  distant  from  the  Atlantic  shore,  and  as  a  result 
the  streams  which  flow  to  the  east  are  small  in  comparison  with  those 
which  drain  toward  the  west.  Among  the  most  important  rivers 
which  reach  the  Chesapeake  Bay  from  this  area  are  the  Pocomoke, 
Xanticoke,  Choptank  and  Chester,  which  all  have  their  headwaters 
within  the  state  of  Delaware,  and  flow  in  a  general  southwest  direction 
in  sinuous  channels. 

The  construction  of  highways  throughout  this  eastern  district  is 
little  influenced  by  the  topography  except  along  the  river  channels, 
since  the  intervening  country  stretches  oftentimes  for  miles  without 
any  appreciable  changes  in  elevation.  Throughout  the  inter-stream 
portions  of  the  country,  therefore,  the  grades  are  insignificant,  and  a 
network  of  highways  has  been  developed  without  any  reference  to  the 
relief  of  the  land.  The  position  of  the  broad  and  oftentimes  diffi- 
cultly bridged  streams  has  had  a  far  greater  influence  upon  the  posi- 
tion of  the  highways  than  the  character  of  the  land  surface.  At 
the  crossing  of  the  channels  of  the  various  streams  sudden,  sharp 
grades  often  occur  along  the  valley  sides,  and  these  increase  gradually 
in  amount  from  the  southern  to  the  northern  portion  of  the  Eastern 
Shore.  South  of  the  Choptank  river  these  sudden  slopes  seldom  pre- 
sent declivities  of  more  than  twenty-five  feet  below  the  general  sur- 
face of  the  country;  north  of  the  Choptank  a  gradual  increase  occurs 
until  slopes  presenting  elevations  of  a  hundred  feet  or  more  are  found 
along  the  stream  channels  of  Cecil  county,  and  the  question  of  grad- 
ing becomes  an  important  factor.  The  numerous  marshes  bordering 
the  Chesapeake  and  its  estuaries,  especially  in  the  southern  counties, 
often  present  very  difficult  problems  in  highway  engineering  that 
require  especial  treatment.  These  various  factors  will  be  considered 
more  fully  in  a  later  chapter. 

The  western  division  includes  the  counties  of  St.  Mary's,  Calvert, 
Charles,  Prince  George's,  Anne  Arundel,  and  portions  of  Baltimore, 
and  Harford.  In  elevation  this  region  stands  in  striking  contrast 


MARYLAND    GEOLOGICAL    SURVEY  5& 

to  the  eastern  division,  since  it  frequently  has  an  altitude  of  100 
feet  even  along  its  eastern  margin.  In  lower  St.  Mary's  county  the 
land  reaches  an  elevation  of  100  feet  on  the  Bay  shore,  which  is 
gradually  increased  westward,  until,  near  the  border  of  Charles 
county,  it  slightly  exceeds  180  feet.  In  southern  Calvert  county  an 
elevation  of  140  feet  is  found  to  the  west  of  Cove  Point  and  this 
gradually  increases  to  the  northward  and  northwestward,  until  near 
the  southern  border  of  Anne  Arundel  county  the  land  rises  above  180 
feet.  Throughout  the  western  portion  of  this  division  in  Charles, 
Prince  George's  and  Anne  Arundel  counties  the  land  gradually  in- 
creases in  height  to  the  contact  of  the  Piedmont  Plateau,  reaching  280 
feet  to  the  east  of  "Washington  and  very  nearly  the  same  elevation  in 
the  area  to  the  south  of  Baltimore.  Outlying  patches  of  the  Coastal 
Plain,  as  determined  by  their  geological  characteristics,  are  found  to 
the  westward  at  still  higher  elevations.  This  western  division  is  tra- 
versed by  several  rivers  which  flow  from  the  Piedmont  Plateau,  among 
the  more  important  being  the  Potomac,  Patuxent,  Patapsco,  Gun- 
powder and .  Susquehanna.  The  course  of  the  Potomac  is  especially 
striking.  After  flowing  in  a  nearly  southeast  direction  across  the 
hard  rocks  of  the  Piedmont  Plateau,  it  is  apparently  abruptly  turned 
aside  by  the  soft  materials  of  the  Coastal  Plain,  and  takes  a  course 
for  forty  miles  nearly  at  right  angles  to  that  which  it  formerly  held. 
It  turns  again  by  a  long  sweep  to  the  southeast  and  continues  in  that 
direction  to  the  Chesapeake  Bay.  The  local  drainage  of  the  western 
division  possesses  the  characteristics  which  have  already  been  described 
for  the  eastern  section,  in  that  the  streams  throughout  Southern  Mary- 
land flow  chiefly  to  the  westward.  For  example,  the  watershed  of  the 
country  lying  between  the  Chesapeake  Bay  and  the  Patuxent  river 
is  situated  but  a  slight  distance  from  the  shores  of  the  former,  so  that 
most  of  the  natural  drainage  of  Calvert  county  reaches  the  Patuxent 
river.  A  still  more  striking  exhibition  of  this  is  seen  in  St.  Mary's, 
Charles  and  Prince  George's  counties,  where  the  streams  nearly  all 
flow  to  the  Potomac  river,  the  watershed  of  the  region  approaching 
very  close  to  the  valley  of  the  Patuxent.  The  same  peculiarity  in 
the  drainage  is  found  to  the  southward  in  Virginia  and  the  Carolinas. 


54  THE    RELATIONS    OF    MARYLAND    TOPOGRAPHY,    ETC. 

The  highways  of  Southern  Maryland  have  a  very  different  relation- 
ship to  the  topography  from  those  of  the  Eastern  Shore  on  account 
of  the  greater  elevation  of  the  country,  resulting  in  deep  stream 
channels  and  sharp  divides.  It  is  a  striking  fact  that  the  main  roads 
have  been  located  chiefly  along  the  divides,  a  method  of  construction 
that  is  not  confined  alone  to  the  leading  lines  but  is  also  in  evidence 
even  in  the  case  of  the  smaller  tributaries.  The  chief  lines  of  travel, 
for  example,  follow  down  the  two  peninsulas,  one  along  the  divide 
between  the  Chesapeake  Bay  and  the  Patuxent  river,  the  other 
similarly  situated  between  the  Patuxent  river  and  the  Potomac  river, 
while  lateral  lines  of  travel  have  developed  along  the  smaller  divides 
between  the  streams  that  flow  into  those  channels.  The  persistency 
with  which  the  highways  are  placed  upon  these  divides,  instead  of 
along  the  valley  lines,  indicates  that  the  construction  of  the  roads 
must  be  conducted  under  far  more  favorable  conditions  in  the  former 
case  than  in  the  latter,  although  the  almost  universal  location  of  the 
farm-lands  of  the  district  upon  the  high  lands  has  doubtless  also  been 
a  determining  factor  of  no  little  importance.  The  fact  that  the  roads 
can  be  built  without  any  grading  to  speak  of  upon  the  divides,  which 
has  largely  lessened  the  cost  of  their  construction,  and  the  added  fact 
that  the  destructive  effect  of  rainfall,  except  at  the  point  where  the 
roads  pass  downward  from  the  divides  to  the  main  valley  lines,  has 
been  insignificant,  have  doubtless  been  the  chief  causes,  however,  of 
their  present  location.  Furthermore,  the  side  valleys,  as  tidewater  is 
approached,  become  marshy  and  unsuitable  for  permanent  highways. 
The  location  of  many  of  the  small  towns  along  the  water-front,  as 
well  as  frequent  wharves,  for  shipping  purposes,  has  rendered  it  neces- 
sary to  continue  the  highways  to  tidewater,  but,  almost  without  excep- 
tion, this  has  been  accomplished  along  the  projecting  nose  of  the  divide 
rather  than  along  the  valley  bottom  or  sides. 

THE  PIEDMONT  PLATEAU. 

The  Piedmont  Plateau  borders  the  Coastal  Plain  upon  the  west 
and  extends  to  the  base  of  the  Catoctin  Mountain.  It  includes  ap- 
proximately 2500  square  miles,  or  somewhat  over  one-quarter  of  the 


MARYLAND    GEOLOGICAL    SURVEY  55 

land  area  of  the  state.  It  is  about  65  miles  in  width  in  the  northern 
portion  of  the  region,  but  gradually  narrows  toward  the  south  until 
it  becomes  somewhat  less  than  40  miles  broad.  It  includes  all,  or  a 
greater  part,  of  Howard,  Cecil,  Baltimore,  Harford,  Carroll,  Mont- 
gomery and  Frederick  counties.  The  region  is  broken  by  low,  undu- 
lating hills  which  gradually  increase  in  elevation  from  its  eastern 
margin  until  they  culminate  near  the  central  portion  of  the  area  in 
Parr's  Ridge.  This  ridge  divides  the  district  into  an  eastern  and  a 
western  division,  the  latter  gradually  sloping  into  the  Frederick 
Valley.  The  major  drainage  of  the  area  shows  but  little  relation  to 
the  underlying  rocks,  but  gives  evidence  of  having  been  superim- 
posed through  a  cover  of  sedimentary  materials  which  may  have  been 
the  westward  extension  of  the  present  Coastal  Plain,  although  more 
recent  adjustments  to  the  underlying  rocks  have  taken  place. 

The  eastern  division  of  the  Piedmont  Plateau  has,  on  account  of 
its  varied  crystalline  rocks  and  their  complicated  structure,  a  highly 
-diversified  topography.  Along  the  eastern  margin  the  land  attains  at 
several  points  heights  exceeding  400  feet;  while  at  Catonsville  it 
reaches  535  feet  above  the  sea-level.  Towards  the  west  and  north- 
west the  land  gradually  increases  until  it  culminates  in  Parr's  Ridge, 
which  exceeds  850  feet  in  Carroll  county.  The  drainage  of  the  east- 
-ern  division  is  mainly  to  the  east  and  southeast.  On  its  northern  and 
southern  borders  it  is  traversed  by  the  Susquehanna  and  Potomac 
rivers,  which  have  their  sources  without  the  area,  while  the  smaller 
streams  which  lie  between  them  drain  directly  to  the  Chesapeake 
Bay  or  into  the  main  rivers.  Among  the  most  important  of  these 
intermediate  streams  are  the  Gunpowder,  Patapsco  and  Patuxent 
rivers,  whose  headwaters  are  situated  upon  Parr's  Ridge.  The  Pa- 
tapsco flows  in  a  deep  rocky  gorge  until  it  reaches  the  Relay,  where 
it  debouches  into  the  Coastal  Plain.  All  of  these  streams  have  rapid 
currents  as  far  as  the  eastern  border  of  the  Piedmont  Plateau,  and 
even  in  the  case  of  the  largest  are  not  navigable.  The  broad,  fertile 
limestone  valleys  to  which  the  present  drainage  has  become  partially 
adjusted  are  a  striking  feature  of  this  area  and  are  well  represented 
to  the  north  of  Baltimore  in  the  Green  Spring  and  Dulaney's  valleys. 


56  THE    RELATIONS    OF    MARYLAND    TOPOGRAPHY,    ETC. 

On  account  of  the  complicated  character  of  the  stratigraphy,  which 
cannot  be  discussed  here,  the  valleys  take  different  directions  and  are 
of  very  variable  form  and  extent. 

The  leading  highways  of  travel  in  the  eastern  division  of  the  Pied- 
mont Plateau  largely  converge  toward  Baltimore,  the  center  of  the 
traffic  of  this  district,  although  many  roads  of  scarcely  less  importance 
unite  at  the  more  populous  county  seats.  These  highways,  with  the 
exception  of  a  few  of  the  main  turnpikes,  have  been  similarly  located 
with  reference  to  the  topographic  features  of  the  district  as  those  of 
the  western  division  of  the  Coastal  Plain  above  described,  and, 
although  the  underlying  geological  structure  is  very  different  in  the 
two  areas,  the  roads  present  many  points  in  common.  The  highways 
of  the  Piedmont  Plateau,  as  in  Southern  Maryland,  are  almost  uni- 
versally placed  along  the  main  divides  except  in  the  case  of  the  broad, 
fertile  limestone  valleys  which  are  in  every  instance  traversed  by 
main  roads;  while  the  more  prominent  river  channels  generally  have 
highways  along  their  bottoms.  The  highland  roads  commonly  reach 
the  lowlands  by  sharp  descents  along  the  projecting  noses  of  the 
divides,  as  little  attempt  at  grading  has  been  made.  Much  greater 
irregularity  in  the  direction  of  the  roads  is  shown,  however,  in  the 
Piedmont  area  than  in  Southern  Maryland  on  account  of  the  much 
more  complicated  structure  of  the  district,  the  network  of  highways 
presenting  a  very  complex  pattern. 

The  western  division  extends  from  Parr's  Ridge  to  the  Catoctin 
Mountain.  Along  its  western  side  is  the  broad  limestone  valley  in 
which  Frederick  is  situated  and  through  which  flows  the  Monocacy 
river  from  north  to  south,  entering  the  Potomac  river  at  the  border 
line  between  Montgomery  and  Frederick  counties.  The  valley  near 
Frederick  has  an  elevation  of  250  feet  above  tide,  which  increases 
slowly  to  the  eastward  towards  Parr's  Ridge  and  very  rapidly  to  the 
westward  toward  the  Catoctin  Mountain.  Situated  on  the  eastern 
side  of  the  valley,  just  at  the  mouth  of  the  Monocacy  river  and  break- 
ing the  regularity  of  the  surface  outline,  is  Sugar  Loaf  Mountain, 
which  rises  rapidly  from  the  surrounding  plain  to  a  height  of  1250 
feet.  With  the  exception  of  a  few  streams  which  flow  into  the  Po- 


MARYLAND  GEOLOGICAL  SURVEY 


APPALACHIAN         PROVINCE 


THE  GREATER  APPALACHIAN  VALLEY 


THE 

PHYSIOGRAPHIC  PROVINCES 


13 


SCALE 
1:1,250,000.    20MU.es  - 

10  _  20  40 


MARYLAND   GEOLOGICAL  SURVEY 

WM.  BULLOCK  CLARK.  STATE  GEOLOGIST 

1899 

LEGEND 

WESTERN   PIEDMONT   PLATEAU 
EASTERN   PIEDMONT   PLATEAU 

COASTAL  PLAIN,   WESTERN   SHORE 
1 

COASTAL  PLAIN,   EASTERN   SHORE 


ALLEGHANY   PLATEAU 


ALLEGHANY    RIDGES 


GREAT  VALLEY 


BLUE   RIDGE 


CH 


VOLUME    III,  PLATE    III. 


PIEDMONT  PLATEAU    PROVINCE 


l.Hoen  t,  I'o.  LitJ.    R«hiinorr- 


MARYLAND    GEOLOGICAL    SURVEY  57 

tomac  directly,  the  entire  drainage  of  the  western  district  is  accom- 
plished by  the  Monocacy  river  and  its  numerous  tributaries,  the  latter 
flowing  in  nearly  parallel  west  and  east  courses  from  Parr's  Ridge 
and  the  Catoctin  Mountain.  The  deeper  portions  of  the  valley  are 
considerably  to  the  west  of  the  center  of  the  district,  and  as  a  result 
the  streams  upon  the  east  are  longer  and  of  greater  volume  than  those 
upon  the  west.  The  waterways  at  a  distance  from  the  main  valley 
flow  in  marked  channels,  which  are  frequentlydeeply  cut  in  the  land. 

The  highways  of  the  western  division  of  the  Piedmont  Plateau 
present  much  greater  regularity  than  those  of  the  eastern  division 
because  of  the  simpler  drainage  lines  of  the  district,  the  region  being 
almost  entirely  drained  by  a  single  stream,  the  Monocacy  river,  and 
its  tributaries.  Much  wider  areas  are  also  overlain  by  rocks  of  sim- 
ilar origin  and  structure  so  that  the  changes  in  the  character  of  the 
highways  are  much  less  frequent  although  at  times  very  pronounced. 
The  highways  in  general  follow  the  divides  toward  the  main  valley  of 
the  Monocacy,  along  which  are  the  prominent  lines  of  travel  across  the 
state  from  north  to  south.  To  the  west  the  Catoctin  Mountain  rises 
as  a  barrier,  although  many  roads  extend  along  its  base  while  some 
ascend  its  flanks  to  the  low  divides.  Isolated  highlands  like  Sugar 
Loaf  Mountain  also  affect  the  regularity  of  the  lines  of  highway  con- 
struction. 

TUB  APPALACHIAN  REGION. 

The  Appalachian  Region  borders  the  Piedmont  Plateau  upon  the 
west  and  extends  to  the  western  limits  of  the  state.  It  comprises 
about  2000  square  miles,  or  somewhat  less  than  one-sixth  of  the  area 
of  the  state  and  has  a  width  of  about  115  miles  east  to  west.  It  in- 
cludes the  western  portion  of  Frederick  and  all  of  Washington,  Alle- 
gany  and  Garrett  counties.  This  area  consists  of  a  region  of  parallel 
mountain  ranges  with  deep  valleys  which  are  cut,  nearly  at  right 
angles,  throughout  much  of  the  distance,  by  the  Potomac  river.  Many 
of  the  ranges  exceed  2000  feet,  while  some  reach  3000  feet  and  more 
in  the  western  portion  of  the  mountainous  area.  The  country  illus- 
trates in  an  exceptional  manner  the  type  of  adjusted  drainage.  The 
Appalachian  Region  is  divided  into  three  distinct  physiographic  dis- 


.58  THE    RELATIONS    OF    MARYLAND    TOPOGRAPHY,    ETC. 

tricts,  based  upon  clearly  defined  geological  differences;  viz.,  an  east- 
ern (the  Blue  Ridge),  a  central  (the  Greater  Appalachian  Valley, 
including  the  Great  Valley  and  the  Alleghany  Ridges),  and  a  western 
(the  Alleghany  Plateau)  division. 

The  eastern  division  comprises  the  area  between  the  Catoctin  and 
Blue  Ridge  mountains  with  a  width  of  about  fifteen  miles  from  east 
to  west  along  the  Potomac,  but  gradually  narrowing  northward  until 
it  is  not  more  than  nine  miles  in  width  at  the  Pennsylvania  line. 
Along  the  eastern  border  of  this  region  the  Catoctin  Mountain  extends 
from  north  to  south,  beginning  in  the  highlands  of  Pennsylvania  and 
reaching  to  the  Potomac  river  at  Point  of  Rocks.  This  range  has  an 
altitude  of  about  1800  feet  in  Maryland.  Succeeding  the  Catoctin 
Mountain  upon  the  west  is  the  Middletown  Valley,  with  an  elevation 
of  500  feet  at  Middletown.  The  valley  drains  southward  into  the 
Potomac  river  through  the  Catoctin  creek  and  its  tributaries  which 
receive  their  waters  from  the  western  flank  of  the  Catoctin  Mountain 
and  the  eastern  slope  of  the  Blue  Ridge.  The  Blue  Ridge  of  Mary- 
land is  a  continuation  of  the  South  Mountain  of  Pennsylvania  and 
extends  as  a  sharply  defined  range  from  the  northern  border  of  the 
state  to  the  Potomac  river,  which  it  reaches  at  Weverton.  Its  crest 
forms  the  border  between  Frederick  and  Washington  counties.  The 
Blue  Ridge  reaches  its  greatest  elevation  of  about  2400  feet  at  Qui- 
rauk,  not  far  from  the  Pennsylvania  border.  The  Blue  Ridge  in 
Virginia  is  not  the  direct  continuation  of  the  mountains  so-named  in 
Maryland,  but  of  a  smaller  range,  the  Elk  Ridge  Mountains,  which 
adjoin  them  upon  the  west  and  which  are  pierced  by  the  Potomac 
river  at  Harper's  Ferry. 

The  central  division,  known  as  the  Greater  Appalachian  Valley, 
which  includes  the  Appalachian  Mountains  proper,  is  bounded  upon 
the  east  by  the  Blue  Ridge  and  upon  the  west  by  the  Alleghany 
Plateau.  It  is  divided  into  two  subdivisions,  the  Great  Valley  upon 
the  east  and  the  Alleghany  Ridges  upon  the  west. 

The  Great  Valley  has  a  width  of  about  twenty-five  miles  with  an 
elevation  slightly  exceeding  five  hundred  feet  at  Hagerstown,  which 
increases  somewhat  to  the  northward  near  the  Pennsylvania  line  but 


MARYLAND    GEOLOGICAL    SURVEY  59 

declines  in  the  vicinity  of  the  Potomac  river.  The  Great  Valley  is 
often  referred  to  in  Maryland  as  the  Hagerstown  Valley  from  the 
well-known  city  of  that  name  which  is  situated  in  the  center  of  the 
•district.  The  Antietam  river  and  its  tributaries  occupy  the  eastern 
section  of  the  valley  and  the  Conococheague  river  and  its  tributaries 
the  western,  leaving  the  central  portion  of  the  valley  somewhat 
higher  than  the  sides.  The  western  portion  of  this  district,  com- 
prising the  Alleghany  Ridges,  has  a  width  of  about  fifty  miles  and 
consists  of  a  succession  of  parallel  sandstone  ridges  with  intervening- 
limestone  and  shale  valleys. 

"  It  is  a  complex  chain  of  long,  narrow,  very  level  mountain  ridges, 
separated  by  long,  narrow,  parallel  valleys.  These  ridges  sometimes  end 
abruptly  in  swelling  knobs,  and  sometimes  taper  off  in  long,  slender 
points.  Their  slopes  are  singularly  uniform,  being  in  many  cases  un- 
varied by  ravine  or  gully  for  many  miles;  in  other  instances  they  are 
trenched  at  equal  intervals  with  great  regularity.  Their  crests  are,  for 
the  most  part,  sharp,  and  they  preserve  an  extraordinarily  equable  eleva- 
tion, being  only  here  and  there  interrupted  by  notches  or  gaps,  which 
sometimes  descend  to  the  water  level,  so  as  to  give  passage  to  the  rivers 
JPotomac]  .  .  .  The  ridges  are  variously  arranged  in  groups  with  long, 
narrow  crests,  some  of  which  preserve  a  remarkable  straightness  for  great 
distances,  while  others  bend  with  a  prolonged  and  regular  sweep.  In  many 
instances  two  narrow  contiguous  parallel  mountain  crests  unite  at  their 
extremities  and  enclose  a  narrow  oval  valley,  which,  with  its  sharp  moun- 
tain sides,  bears  not  infrequently  a  marked  resemblance  to  a  long,  slender, 
*harp-pointed  canoe."1 

Among  the  more  important  ridges  in  Maryland  west  of  North 
Mountain  are  Tonoloway  Hill,  Sideling  Hill,  Town  Hill,  Green 
Ridge,  Warrior  Ridge  and  Martin's  Ridge,  the  latter  reaching  2000 
feet  and  upwards  in  elevation.  They  are  arranged  in  groups  of  three 
parallel  and  closely  adjoining  ridges  on  the  eastern  and  western  aides 
with  more  distant  ridges  in  the  middle  of  the  district.  The  drainage 
-of  this  area  is  altogether  to  the  southward  into  the  Potomac  river. 
The  deeper  valleys  in  the  eastern  portion  of  the  region  have  an  eleva- 
tion of  about  500  feet  in  their  lower  portions  near  the  Potomac  river, 
but  they  gradually  become  higher  toward  the  west.  Evitt's  creek  at 
its  mouth  near  Cumberland  has  an  elevation  of  about  600  feet  above 
sea-level. 

1  Rogers,  H.  D.,  Geology  of  Pennsylvania. 


60  THE    RELATIONS    OF    MARYLAND    TOPOGRAPHY,    ETC. 

The  western  division,  known  as  the  Alleghany  Plateau,  forms  the 
extreme  western  portion  of  the  state,  including  western  Allegany 
and  Garrett  counties.  It  is  bounded  upon  the  east  by  Dan's  Moun- 
tain, the  eastern  slopes  of  which  are  referred  to  under  the  name  of 
the  Alleghany  Front.  To  the  west  of  Dan's  Mountain  the  country 
descends  into  the  broad  synclinal  represented  in  the  George's  Creek 
Valley,  rising  beyond  into  Savage  Mountain,  which  is  extended 
southward  along  the  left  bank  of  the  i^'orth  Branch  of  the  Potomac 
river  under  the  name  of  the  Backbone  Mountain.  This  high  ridge, 
which  throughout  much  of  its  extent  constitutes  the  divide  between 
the  easterly  and  westerly  flowing  streams,  is  -the  highest  portion  of 
the  state  and  reaches  elevations  at  several  points  of  more  than  3000 
feet.  The  Savage  river  alone  penetrates  this  highland  and  to-day 
drains  the  district  lying  between  Savage  and  Meadow  mountains. 
The  region  to  the  west  of  the  main  divide  forms  a  high  plateau  with 
gently  undulating  mountains  rising  from  its  surface.  The  main 
ranges  to  the  west  of  Meadow  Mountain  are  Winding  Ridge  and 
Laurel  Hill  which,  however,  at  no  point  reach  the  high  elevation 
attained  by  Savage  and  Backbone  mountains.  All  of  Garrett  county 
to  the  west  of  Backbone  and  Meadow7  mountains  has  its  drainage  to 
the  westward  into  the  Ohio  basin  through  the  Castleman  and  Yough- 
iogheny  rivers,  the  two  latter  streams  uniting  beyond  the  limits  of  the 
state  and  sending  their  waters  to  the  Ohio  by  way  of  the  Monongahela 
river.  This  division  of  the  drainage  of  the  Alleghany  Plateau  has 
particular  interest,  since  the  waters  flow,  on  the  one  hand,  directly 
to  the  Atlantic  ocean  by  way  of  the  Potomac  river,  while  in  the  other 
case  they  follow  the  circuitous  route  to  the  Gulf  of  Mexico  by  way 
of  the  Ohio  and  Mississippi  rivers. 

The  highways  of  the  Appalachian  Region  are  much  more  pro- 
foundly affected  by  the  topography  than  elsewhere  in  Maryland.  The 
high,  sharp  sandstone  ridges  and  the  low  limestone  and  shale  valleys 
have  controlled  the  main  lines  of  travel  to  a  remarkable  extent.  The 
National  Road  was,  to  be  sure,  built  directly  across  the  country  with- 
out much  reference  to  the  topography,  with  the  result  that  it  is  a 
constant  succession  of  ascents  and  descents,  although  much  engi- 


MARYLAND    GEOLOGICAL    SURVEY  61 

neering  skill  was  manifested  in  surmounting  difficult  obstacles.  In 
general,  however,  the  highways  run  up  and  down  the  valleys,  crossing 
from  one  to  the  other  at  the  lowest  point  in  the  divides  or  following 
the  channel  of  some  stream  which  has  been  able  to  maintain  its  course 
through  the  sandstone  ridges,  as  in  the  "  narrows  "  of  Will's  Creek 
and  in  the  gorge  of  the  Savage  river.  The  great  trench  of  the  Po- 
tomac affords  many  opportunities  for  connecting  roads  between  the 
adjacent  valleys  without  encountering  the  difficult  grades  of  the 
mountains. 

CONCLUSIONS. 

From  what  has  been  said  in  the  previous  pages  it  is  evident  that  the 
topography  of  Maryland  has  profoundly  influenced  the  location  of  its 
highways;  in  fact,  this  has  been  so  marked  and  of  such  a  character 
that  the  highways  of  the  state  may  be  readily  classified  from  the 
standpoint  of  their  topographic  characteristics.  Far  too  little  advan- 
tage has  been  taken,  however,  of  these  topographic  conditions  in  the 
location  of  the  ordinary  roads;  still,  notwithstanding  this  fact,  a 
system  of  public  ways,  more  or  less  fully  adjusted  to  the  surface  of 
the  country,  has  gradually  been  developed.  That  such  a  method  intel- 
ligently applied  everywhere  through  the  state  would  greatly  benefit 
the  highways  hardly  needs  to  be  discussed.  One  has  only  to  examine 
our  Maryland  roads  to  see  how  frequently  advantageous  locations  with 
moderate  grades  have  been  ignored  and  poor  positions  selected  to  be 
convinced  of  the  value  of  such  a  system.  Although  innumerable 
such  instances  may  be  cited,  still  the  Maryland  roads  are,  in  general, 
much  more  fully  adjusted  to  the  topography  than  is  the  case  in  many 
other  portions  of  the  country.  Especially  is  this  true  in  the  case  of 
the  older  Xew  England  roads,  which  were  built  across  country 
without  any  attempt  to  adjust  them  to  the  relief  of  the  land.  To-day, 
however,  no  more  perfect  system  of  adjusted  roads  has  been  projected 
than  that  which  is  being  carried  out  under  state  supervision  throughout 
New  England. 

Three  types  of  adjustment  of  the  highways  to  the  topography  are 
clearly  evident  in  Maryland;  first,  in  the  eastern  division  of  the 
Coastal  Plain,  where  the  adjustment  is  to  the  tidal  estuaries  and  their 


62  THE    RELATIONS    OF    MARYLAND    TOPOGRAPHY,    ETC. 

tributaries  and  not  to  the  relief  of  the  land;  second,  in  the  western 
division  of  the  Coastal  Plain  and  in  the  Piedmont  Plateau  where  the 
roads  are  located  mainly  upon  the  divides;  and  third,  in  the  Appa- 
lachian Region,  where  the  highways  follow  almost  exclusively  the 
trend  of  the  north  and  south  valleys,  and  cross  the  mountains  either 
by  the  low  divides  or  along  the  main  streams  which  have  continued 
to  maintain  their  courses  across  the  ridges. 

This  adjustment  of  the  highways  to  the  topography  of  the  state,, 
although  often  carried  out  with  marked  intelligence  as  regards  the 
general  conditions  involved,  presents  commonly,  as  above  described,, 
glaring  errors  in  detailed  location.  Frequently  the  introduction  of  a 
very  moderate  amount  of  grading  would  have  made  it  possible  for  the 
road-builder  to  utilize  the  natural  relief  of  the  land.  It  is  clearly 
evident  that  new  locations  better  adjusted  to  the  topography  will  have 
to  be  adopted  along  many  portions  of  our  main  roads  before  our  high- 
ways can  be  made  of  the  greatest  practical  benefit  to  the  agricultural 
and  commercial  interests  of  the  state.  Such  adjustments,  whether  in 
the  location  of  new  roads  or  the  re-location  and  grading  of  old  ones, 
require  above  all  else  the  introduction  of  intelligent  engineering 
methods.  These  questions  are  fully  discussed  in  later  chapters. 

The  topographic  maps  which  the  Maryland  Geological  Survey  is 
now  engaged  in  making,  in  conjunction  with  the  U.  S.  Geological 
Survey,  for  the  counties  of  the  state  will  exhibit  by  contour  lines 
drawn  at  elevations  of  20  feet  around  the  hills  and  valleys  the  sur- 
face configuration  of  the  country,  and  will  afford  to  the  surveyors 
employed  by  our  county  officials  the  exact  grades  which  must  be 
overcome;  in  short,  these  maps  must  prove  of  inestimable  value  to  the 
state  in  the  future  location  of  the  highways,  as  routes  can  be  projected 
by  a  competent  surveyor  without  the  expense  of  a  survey.  It  will  in 
this  way  be  very  easy  to  compute  the  relative  grades  presented  by 
several  possible  routes. 

Other  factors  besides  the  adjustment  of  the  highways  to  topography 
have  often  to  be  considered  in  an  agricultural  community.  It  not 
infrequently  happens  that  the  least  advantageous  location  must  be 
selected  on  account  of  the  position  of  the  farming  lands.  Where,  as 


MARYLAND    GEOLOGICAL    SURVEY  65 

in  eastern  Maryland  and  certain  portions  of  southern  Maryland,  the 
surface  of  the  country  is  a  broad,  unbroken  plain,  and  the  farming 
lands  are  mainly  situated  upon  the  uplands,  the  needs  of  the  land- 
owner alone  would  require  the  location  of  the  roads  there  rather  than 
in  the  valleys,  while  the  reverse  would  be  true  in  the  limestone  dis- 
tricts of  the  Piedmont  Plateau  and  throughout  the  Appalachian 
Region,  where  the  cultivated  fields  are  distributed  along  the  valley 
lines.  The  best  topographic  conditions  for  road-construction  and 
the  needs  of  the  farmer  do  not  always  coincide  in  the  Piedmont  dis- 
trict outside  the  limestone  belts,  although  the  disparity  is  far  les& 
apparent  in  this  area  than  in  the  Coastal  Plain  and  the  Appalachian 
Region. 


MARYLAND  CLIMATE  IN  RELATION  TO  HIGHWAY 
CONSTRUCTION. 

The  climate  of  Maryland  is  controlled  not  only  by  the  general 
meteorological  conditions  that  affect  the  whole  eastern  seaboard  but 
by  the  physical  features  of  the  state  itself,  the  Chesapeake  Bay  and  its 
tributaries  in  the  east  and  the  Appalachian  mountains  in  the  west 
producing  a  marked  influence  upon  the  distribution  of  temperature 
and  rainfall  in  the  several  counties.  It  is  desirable  to  outline  briefly 
the  leading  characteristics  of  our  Maryland  climate  before  referring 
to  their  effects  upon  highway  construction.  A  detailed  description 
of  the  climatic  conditions  of  the  state  has  been  given  in  another 
place,1  so  that  it  will  be  unnecessary  to  state  all  the  facts  upon  which 
the  conclusions  here  cited  are  based.  Like  the  topography,  it  will 
be  found  that  the  climatic  conditions  may  be  grouped  in  such  a  man- 
ner that  the  relationship  of  the  climatic  provinces  to  the  physiography 
may  be  readily  shown. 

The  vital  elements  of  climate  are  the  deviations  which  occur  from 
seasonal  averages,  such  as  periods  of  extreme  heat  and  cold,  humid 

1  An  exhaustive  discussion  of  Maryland  climate  is  given  by  Mr.  F.  J.  Walz, 
Maryland  Weather  Service,  volume  i,  pages  417-551.  Most  of  the  descrip- 
tions and  tables  given  in  this  chapter  are  taken  from  Mr.  Walz's  article 
without  further  recognition  than  that  here  given. 


64:  THE    RELATIONS    OF    MARYLAND    TOPOGRAPHY,    ETC. 

and  dry  air,  liability  to  storms  attended  by  wind,  rain,  hail  or  snow, 
and  prevalence  of  fogs.  Cyclonic  and  anticyclonic  conditions,  and 
the  features  connected  with  their  irregular  movements,  also  enter 
into  the  complicated  study.  To  the  irregular  movements  of  transient 
pressure  areas  are  traceable  the  quickly  changeable  phenomena  known 
as  weather.  The  part  played  by  the  permanent  areas  of  high  and 
low  pressure  is  not  so  readily  discernible  for  short  periods,  although 
they  have  a  measurable  value  in  determining  the  cumulative  effects 
which  we  call  climate. 

Kow,  among  these  various  kinds  of  climate,  Maryland  has  its  place, 
and  as  it  is  located  in  middle  latitude  and  upon  the  western  shore  of 
the  ocean,  with  a  great  continent  to  the  west  of  it,  and  the  prevailing- 
winds  westerly,  its  climate  might  be  classed  as  continental.  But 
while  the  prevailing  winds  are  westerly,  they  are  far  from  being 
universally  so  over  this  section,  for,  as  is  well  known,  winds  can  blow 
any  day  from  any  direction.  Maryland's  climate  thus  is  really  semi- 
continental.  This  variability  in  the  wind  direction  is  caused  by  the 
passage  across  the  United  States  of  cyclonic  and  anticyclonic  areas. 
A  close  study  of  the  characteristics,  movements  and  frequency  of  these 
cyclonic  and  anticyclonic  areas  is  of  prime  importance  for  a  complete 
understanding  of  the  climatic  conditions  of  Maryland. 

PRESSURE  AREA. 

The  permanent  pressure  systems  influencing  the  climate  of  Mary- 
land are:  The  high-pressure  area  which  stretches  across  the  Atlantic 
ocean  between  parallels  of  latitude  40°  and  60°  throughout  the  year; 
the  low-pressure  area  extending  over  the  ]STorth  Atlantic  in  the  vicinity 
of  Greenland,  which  tends  to  fill  up  in  summer;  and  the  high-pressure 
area  which  forms  over  the  northern  Rocky  Mountain  plateau  in 
winter,  and  in  summer  is  succeeded  by  a  low-pressure  area  in  that 
region. 

Transient  pressure  areas  due  to  local  conditions  of  increased  or 
diminished  air  pressure  form  at  irregular  periods  and  frequently  over- 
spread large  areas  of  country.  These,  too,  result  from  physical 
causes  and  arise  from  the  continued  but  never-ending  endeavor  to 
restore  the  atmospheric  equilibrium. 


MARYLAND  GEOLOGICAL  SURVEY 


19'3O' 


79*OO' 


THE 

DIVIDES  AND  DRAINAGE  BASINS 


INCLUDING 

DELAWARE  AND  THE  DISTRICT  OF  COLUMBIA 


SCALE 
1:1,250,000.    20Miles  -Uriah 

10  _  20  40  _  ___  _  60 


MARYLAND  GEOLOGICAL  SURVEY 

WM.  BULLOCK  CLARK,  STATE  QEOLOOIST 

1809 

LEGEND 


OHIO  DRAINAGE 


POTOMAC  DRAINAGE 


CHESAPEAKE  DRAINAGE 


ATLANTIC  DRAINAGE 


VOLUME  III,  PLATE  IV. 


A.Roen&Co.Ltfh.BilHii.o 


MARYLAND    GEOLOGICAL    SURVEY  65 

The  results  of  these  general  and  local  atmospheric  disturbances  are 
shown  in  temperature  and  rainfall  changes,  both  of  which  have  a 
marked  effect  upon  the  highways. 

TEMPERATURE. 

The  normal  annual  temperature  for  Maryland  is  between  53°  and 
54°.  The  principal  modifying  influences  that  determine  the  de- 
partures from  this  normal  in  the  various  climatic  divisions  of  the 
state  are  latitude,  water  areas  and  elevation.  The  highest  normal 
annual  temperatures  are  found  over  the  extreme  southern  counties 
of  the  Eastern  and  Western  Shores.  The  influence  of  the  Bay  causes 
an  appreciable,  but  not  very  decided,  increase  in  annual  temperatures 
along  either  side  as  compared  with  the  level  land  areas  closely  ad- 
joining. Over  these  latter  areas  the  temperatures  are  very  much  the 
same,  and  differ  but  slightly  from  the  normal  for  the  entire  state. 
The  lowest  normal  annual  temperatures  occur  in  the  western  part  of 
Garrett  county,  where  they  range  from  46°  at  stations  on  the  higher 
mountain  ridges,  to  48°  in  the  plateau  region  lying  to  the  north. 
Eastward  from  these  higher  elevations  the  increase  in  temperature  is 
very  rapid  with  the  descent  towards  sea-level;  a  normal  annual  of  52° 
is  reached  in  the  western  part  of  Allegany  county,  and  an  approach 
very  nearly  to  the  state  normal  is  found  in  some  of  the  valley  de- 
pressions. No  satisfactory  records  are  obtainable  for  the  annual  tem- 
peratures of  the  Blue  Ridge,  although  it  is  likely  that  the  decrease 
of  temperature  for  increase  in  elevation  is  about  uniform  with  that 
found  in  the  Alleghanies.  Annual  temperatures  of  52°  or  below  pre- 
vail over  the  northern  portions  of  the  Piedmont  Plateau,  and  thence 
increase  gradually  towards  the  normal  conditions  found  southward 
over  the  interior.  In  the  extreme  southern  and  eastern  sections  of 
the  state  the  annual  temperature  rises  to  about  59°,  due  in  part  to 
exceptional  local  conditions. 

There  is  considerable  variability  in  the  normal  annual  temperature, 
the  normal  annual  maximum  temperature  for  the  state  being  about 
63°,  while  the  normal  annual  minimum  temperature  is  45°,  a  differ- 
ence of  9°  on  either  side  of  the  normal  annual  temperature  of  54°. 

5 


66 


THE    RELATIONS    OF    MARYLAND    TOPOGRAPHY,    ETC. 


The  following  diagram  shows  the  mean  temperatures  in  the  four 
climatic  divisions  of  the  state  for  each  month  of  the  year: 

•Jan.        Feb.  Mar.  Apr.          May.         June  July.          Aug.        Sept.  Oct.          Nov.          Dec.       Jan. 


^ 

-. 

— 

•N 

75° 

Ss 

x^-- 

—  —  . 

•> 

', 

1 

.'// 

V 

V 

,/ 

/ 

\ 

\ 

\ 

'/ 

[v  *• 

— 

\ 

/ 

'/* 

/• 

^ 

V 

s 

/ 

s 

s 

^ 

/ 

/ 

N 

\ 

\ 

'*•> 

N. 

\ 

r/ 

2j 

^  ^ 

^. 

*V 

A 

/,/ 

y 

> 

^ 

'/, 

\ 

v 

i 

1 

.7 

\ 

t 

V 

/ 

^ 

IS 

\ 

*, 

i 

/  . 

\ 

/ 

3 

V 

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S- 

/ 

' 

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;\ 

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kV 

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f  / 

^ 

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,.'/ 

t 

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55 

\ 

>t-t 

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lUt 

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rf. 

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if 

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$7 

2 



We 

No 
So 

Fn 

stern  Maryland. 
rth-Central  Maryland, 
jthern  Maryland. 
Stern  Maryland. 

\ 

'/  / 

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N 

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it  '/ 

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t 

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ft 

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f_t 

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^  ^ 

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]  *        , 

5 

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. 

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- 

50CI 


45' 


40- 


35 


30' 


25" 


Jan.         Feb.  Mar.          Apr.  May.   •    June.^          July.         Aug.          Sept.     '     Oct.          Nov.          Dec,         Jan. 

FIG.    1. — Mean  temperatures  in  the  four  climatic  divisions  of  Maryland. 

Much  variability  is  also  manifested  in  the  normal  seasonal  and 
monthly  temperatures  while  the  daily  extremes  of  temperature  are 
very  great.  The  two  following  tables  showing  the  highest  and  lowest 
recorded  temperatures  for  each  month  and  for  the  year  at  the  leading 
stations  in  Maryland  and  Delaware  are  striking  illustrations  of  the 
fact  mentioned. 

PRECIPITATION. 

Perfectly  dry  air  can  be  obtained  by  artificial  methods,  but  in  its 
natural  and  free  state  the  vapor  of  water  is  always  present.  The 


MARYLAND    GEOLOGICAL    SURVEY 


67 


capacity  of  the  atmosphere  for  aqueous  vapor  is  limited,  and  is 
decreased  by  cooling.  When  the  point  of  complete  saturation  is 
reached,  the  excess  of  moisture  is  condensed  into  visible  form,  pro- 
ducing clouds,  and  if  the  process  of  condensation  is  rapid,  the  par- 
ticles of  water  enlarge,  and  are  brought  to  the  surface  of  the  earth 
by  the  force  of  gravity.  The  rate  of  condensation  determines  whether 

HIGHEST  RECORDED  TEMPERATURES. 
MAINLY  FROM  RECORDS  FOR  FIVE  YEARS  OR  OVER. 


STATIONS. 

Jan. 

Feb. 

Mar. 

Apr. 

May. 

Jun. 

July. 

Aug. 

Sep. 

Oct. 

Nov. 

Dec. 

An- 
nual. 

61 

63 

68 

87 

94 

95 

97 

94 

98 

85 

69 

64 

98 

Bachman's  Valley 
Baltimore  

60 

58 
78 

76 

P2 

90 
94 

95 
96 

100 
98 

103 
104 

98 
98 

95 
101 

84 
90 

75 

78 

64 
73 

103 
104 

Charlotte  Hall.... 
Chestertown  .... 
College  Park  

66 
63 
63 
70 

70 
61 
68 
66 

83 
79 
82 
84 

97 
87 
92 
94 

95 
92 
94 
98 

100 
94 
100 
101 

102 
97 
105 
103 

99 
93 
98 
101 

100 
90 
101 
97 

88 
83 

88 
87 

78 
75 
78 
86 

70 
65 
69 
68 

102 
97 
105 
103 

65 

62 

78 

94 

94 

96 

98 

97 

94 

85 

69 

98 

Deer  Park  

61 

61 

84 

93 

99 

94 

91 

90 

80 

70 

65 

99 

DentoD  

62 

70 

82 

97 

98 

101 

102 

97 

98 

82 

80 

72 

102 

Easton  

65 

64 

82 

93 

93 

96 

101 

98 

96 

87 

77 

66 

101 

EllicottCity  

60 

65 

78 

88 

89 

96 

101 

93 

95 

87 

76 

66 

101 

64 

63 

92 

95 

99 

104 

99 

96 

86 

75 

66 

104 

Hagerstown  
Jewell  

62 
64 

62 
66 

82 
80 

92 
94 

98 
95 

98 
99 

98 
99 

100 
97 

95 
95 

88 
83 

•78 

66 
68 

100 
99 

64 

61 

80 

94 

94 

99 

104 

98 

100 

90 

77 

67 

104 

Mardela  Springs.  . 
McDonogh  

70 
64 

67 
59 

80 

75 

92 
90 

93 
91 

96 
94 

98 
95 

100 
94 

95 
91 

88 
82 

77 
74 

67 
68 

100 
95 

Milford,  Del...     . 
Millsboro,  Del  .     . 
Mt.  St.  Mary's  .     . 
Newark,  Del  .  .     . 
New  Market.  .  .    . 
Pocomoke  City    . 
Princess  Anne.    . 
Seaford,  Del  ...    . 

66 
65 
61 
56 
62 
69 
68 
65 
66 

66 
68 
62 
61 
61 
70 
66 
66 
67 

84 
82 
78 
73 
79 
81 
76 
82 
82 

97 
99 
93 
92 
93 
93 
93 
95 
88 

96 
97 
90 
92 
93 
96 
93 
94 
100 

99 
98 
96 
96 
99 
99 
96 
98 
99 

99 
98 
102 
98 
105 
101 
95 
100 
99 

99 
98 
96 
98 
98 
100 
98 
97 
98 

99 
95 
95 
97 
96 
96 
96 
95 
98 

90 
87 
88 
86 
85 
91 
84 
84 
89 

78 

78 
74 
75 
83 
81 
78 
75 
77 

71 
68 
65 
63 
65 
74 
68 
68 
65 

99 
99 
102 
98 
105 
101 
98 
100 
100 

61 

64 

75 

87 

90 

92 

93 

90 

91 

82 

73 

65 

93 

Van  Bibber  

63 

62 

72 

91 

96 

95 

98 

96 

95 

87 

71 

68 

98 

Woodstock  

64 

61 

78 

93 

95 

98 

102 

97 

94 

85 

76 

66 

102 

Westernport  
Westminster  — 
Wilmington,  Del. 
Washington  

65 
60 
55 
76 

66 
62 
62 

78 

81 

82 
74 
83 

92 
94 
97 
93 

96 
99 
98 
96 

102 
99 
102 
102 

107 
103 
101 
103 

99 
102 

m 

101 

98 
98 
98 
104 

88 
90 
84 
92 

78 
74 
76 
80 

65 
66 
66 
73 

107 
103 
103 
104 

Extremes  for   I 
each  month   I  '  ' 

76 

78 

84 

99 

100 

102 

109* 

103 

104 

92 

86 

74 

109* 

*  At  Boettcherville,  near  Cumberland. 

the  fall  is  in  the  nature  of  mist,  light  showers  or  heavy  rain,  and  the 
conditions  of  temperature,  electrical  tension,  etc.,  determine  the  char- 
acter— whether  rain,  sleet,  snow  or  hail.  These  four  forms  are  in- 
cluded under  the  general  term  of  precipitation.  Dew  deposits  are 
frequently  heavy,  and  a  dense  fog  may  appreciably  dampen  exposed 
surfaces.  The  amounts  are  usually  so  small,  however,  that  they  may 
be  disregarded  when  speaking  of  precipitation  measurements. 


68 


THE    RELATIONS    OF    MARYLAND    TOPOGRAPHY,    ETC. 


The  normal  annual  amount  of  precipitation  for  the  entire  state 
of  Maryland,  whether  falling  as  rain,  hail,  sleet  or  snow,  is  about  43 
inches. 

The  greatest  normal  annual  amounts  occur  over  the  western  part 
of  the  Alleghany  Plateau,  where  conditions  favor  both  frequency  and 
intensity  of  rainfall  and  snowfall — frequency,  because  it  is  the  sec- 

LOWEST  RECORDED  TEMPERATURES. 
MAINLY  FROM  RECORDS  FOR  FIVE  YEARS  OR  OVER. 


STATION. 

Jan. 

Feb. 

Mar. 

Apr. 

May. 

Jun. 

July. 

Aug. 

Sept. 

Oct. 

Nov. 

Dec. 

An- 
nual. 

Annapolis  

5 

—  6 

24 

40 

58 

52 

40 

33 

25 

—  6 

Bachman's  Valley 
Baltimore  

—11 
—  6 

-23 

—  7 

-  3 
5 

17 
24 

31 
34 

36 

47 

46 
55 

44 
51 

35 
39 

20 
30 

17 
15 

0 
—  3 

-23 

—  7 

Charlotte  Hall  — 
Chestertown  
College  Park  — 

-  1 
5 
—  2 

7 

—  9 
—16 
1° 

0 
16 
10 

(j 

25 
25 
24 
25 

37 
37 
35 
33 

41 

43 

38 
45 

49 
54 

48 
52 

52 
51 
44 

50 

40 
41 
34 
35 

23 
30 
26 
22 

18 
22 
16 
14 

5 
9 
4 
2 

-  1 
—  9 
-16 
—12 

—  8 

—  12 

8 

20 

38 

42 

51 

50 

40 

26 

18 

3 

—12 

23 

—25 

13 

6 

20 

30 

32 

31 

9>> 

4 

—  6 

20 

—25 

Denton  

—17 

14 

15 

25 

37 

43 

50 

50 

43 

27 

91 

9 

—17 

Easton  

—  l 

—15 

15 

26 

38 

40 

52 

50 

38 

28 

21 

12 

—15 

Ellicott  City  

g 

—  8 

IS 

21 

32 

48 

51 

53 

45 

28 

19 

6 

—  8 

Frederick  

_  7 

—10 

o 

25 

33 

39 

50 

45 

37 

25 

19 

0 

—10 

g 

—14 

1 

20 

34 

42 

49 

48 

38 

26 

24 

1 

—14 

1 

—14 

11 

23 

38 

45 

53 

50 

41 

28 

21 

8 

—14 

Laurel  

^ 

—18 

7 

23 

34 

45 

49 

46 

35 

21 

22 

6 

—18 

Mardela  Springs 
McDonogh.  ... 
Milford,  Del... 
Millsboro,  Del. 
Mt.  St.  Mary's  . 
Newark,  Del  .  . 
New  Market... 
Pocomoke  City 
Princess  Anne. 
Seaford,  Del  . 
Solomon's  

-10 
—  3 
6 
-17 
—14 
-  1 
—  4 
8 
1 
-  5 
4 

-ii 

-12 
-10 
-15 
-12 
-14 
—  4 
-10 
—11 
—  5 

15 
5 
17 
12 
11 
12 
5 
18 
16 
12 
18 

24 
26 
26 
22 
21 
21 
21 
27 
22 
25 
28 

37 
40 
38 
35 
37 
37 
33 
40 
31 
36 
41 

42 
45 
49 
40 
42 
42  ' 
45 
46 
40 
44 
49 

51 
51 
53 
51 
51 
50 
52 
55 
51 
53 
57 

50 
54 
53 
50 
50 
49 
49 
55 
46 
51 
59 

39 
42 
39 
37 
40 
36 
38 
42 
33 
39 
46 

26 
32 
30 
29 
yK 
27 
25 
33 
23 
28 
35 

18 
19 
21 
18 
13 
19 
16 
21 
21 
20 
23 

11 
10 
10 
6 
6 
6 
3 
11 
9 
6 
11 

-10 
-11 
-12 
—17 
—15 
-12 
—14 
—  4 
-10 
-11 
—  5 

—  24 

26 

9 

8 

24 

29 

33 

36 

24 

10 

._  4 

—17 

—26 

Van  Bibber  .  .  . 
Washington  .  .  . 
Westernport  .  . 
Westminster  .  . 
Woodstock  

-  1 
-14 

—  8 
—  7 
—14 

-11 
-15 
—13 
-16 
—13 

9 
4 
—  3 
13 

—  4 

23 
22 
19 

22 
22 

38 
34 
30 
34 
34 

43 
43 
36 

40 

53 
52 
41 

50 
49 
42 

45 

41 

38 
28 

34 

31 
26 
16 
30 
23 

19 

15 
19 
15 

10 
-13 
—  6 

7 
3 

-11 
-15 
—13 
—16 
—14 

Lowest  

-24 

—26 

—13 

6 

20 

29 

32 

31 

99 

4 

—  6 

—20 

—26 

tion  of  Maryland  lying  nearest  to  the  main  storm  tracks  of  the  eastern 
United  States;  and  intensity,  because  the  greatest  elevations  of  the 
state  are  found  there,  and  these,  obstructing  the  flow  of  moisture- 
bearing  winds,  force  them  up  the  sides  of  the  mountain  slopes,  lower 
the  temperature,  and  consequently  the  vapor  capacity,  of  the  air;  the 
result  being  rapid  condensation  and  heavier  rainfall  than  would  occur 
over  a  more  level  country.  At  Sunnyside,  in  Garrett  county,  the 
average  annual  precipitation  for  the  past  six  years  is  53.5  inches,  or 


MARYLAND    GEOLOGICAL    SURVEY  69 

over  ten  inches  greater  than  the  normal  annual  fall  for  the  state. 
This  station  has  an  elevation  of  2500  feet  above  sea-level,  and  is 
situated  on  the  western  slope  of  the  Backbone  Mountain — a  ridge  run- 
ring  southwest  and  northeast,  with  elevations  of  3000  feet. 

Just  east  of  the  Allegheny  Plateau  the  annual  rainfall  decreases 
rapidly  over  an  area '  including  eastern  Allegany  county  and  the 
greater  part  of  Washington  county,  or,  more  strictly,  the  Greater 
Appalachian  Valley.  A  second  area  of  diminished  precipitation  is 
found  over  upper  St.  Mary's  county  and  the  southern  part  of  Charles 
county,  and  a  third  over  narrow  portions  of  Maryland  and  southern 
Delaware,  bordering  on  the  Atlantic.  These  three  have  a  normal 
annual  rainfall  of  31  to  35  inches,  and  are  the  driest  regions  of  the 
two  states. 

The  normal  annual  precipitation  increases  east  of  the  Blue  Ridge, 
over  the  Piedmont  Plateau.  Parr's  Ridge  divides  the  plateau  into 
two  rainfall  divisions;  west  of  the  ridge  the  annual  amounts  are  about 
40  inches,  while  east  of  the  ridge  there  is  a  general  increase  to  45 
inches. 

A  narrow  area  over  which  the  normal  annual  fall  is  less  than  40 
inches  lies  just  west  of  the  Atlantic  coast  area  already  mentioned  as 
one  of  the  dry  divisions,  and  a  second  limited  area  of  this  kind  is 
found  to  embrace  portions  of  Caroline,  Talbot,  Prince  George's,  How- 
ard and  Baltimore  counties.  With  these  exceptions,  and  that  already 
noticed  in  portions  of  Charles  and  northern  St.  Mary's  counties,  the 
normal  annual  precipitation  for  the  Coastal  Plain  is  from  42  to  48 
inches.  The  bands  of  greatest  precipitation  in  this  latter  area  include 
southern  Anne  Arundel  county,  and  from  southern  St.  Mary's  county 
northeastward  over  portions  of  Dorchester  and  Wicomico  counties. 

The  normal  annual  precipitation  is  divided  throughout  the  seasons 
as  follows:  spring  and  summer  will  have  about  11.5  to  12  inches, 
and  fall  and  winter  9.5  to  10  inches. 

The  normal  monthly,  seasonal,  and  annual  precipitation  for  the 
several  districts  of  the  state  is  shown  in  the  table  on  pages  70-71. 

The  fluctuations  in  the  normal  rainfall  throughout  the  year  in  the 
several  districts  of  the  state  are  graphically  represented  in  Fig.  2. 
5% 


NORMAL    PRECIPITATION 


DIVISIONS. 

STATIONS. 

No.  Years 
Record. 

Jan. 

Feb. 

M:ir.      A 

Alleghany  Plateau. 

Sunnvside     

5-6 

4.3 

5.0 

5.0 

Cumberland  

26-28 

2.3 

2.7 

3.0 

The  Greater  Appalachian  Vallev. 

Green  Spring  Furnace  

5-6 

2.4 

2.9 

2.6        : 

Mean  

2.4 

2.8 

2.8     1 

Great  Falls  

8-9 

2.9 

2.9 

3.0 

Central  Potomac  District. 

Washington  

25 

3.5 

3.4 

4.2 

• 

Mean           .              

3.2 

3.2 

3.6 

Frederick  

20-24 

3.2 

3.0 

3.0 

Enimitsburg  (Mt.  St.  Mary's)  .  . 
New  Market  

20-29 
9-13 

3.1 
2.6 

3.2 
3.3 

4.1 
3.7 

SandA"  Spring   

7-8 

3.5 

3.4 

4.1 

Woodstock  

20-28 

3.5 

3.4 

4.0 

North  Central  District. 

McDouogh    

17-18 

3.0 

3.1 

3.7 

Baltimore  

47-51 

3.0 

3.5 

4.0 

Fallston  

26-29 

3  7 

4.1 

4.3 

Woodlawn  

11 

3.1 

3.6 

4.2 

Mean  

3  2 

3  4 

3  9 

Annapolis     

18-22 

3.2 

3.6 

4.3 

Anne  Arundel  Count}'. 

Jewell  

8-10 

2.8 

3.6 

4.8 

Mean  

3.0 

3.6 

4.6 

Charlotte  Hall         

4-6 

2.8 

3.2 

3.1 

Solomon's  

7 

2.6 

4.0 

3.2 

Southern  District. 

Cherryflelds  

5  6 

1.9 

3.5 

3  3 

St.  Inigoes   

7-8 

2.5 

4.1 

4  9 

Mean  

2.4 

3.7 

3.6 

Chestertown  

6-13 

2.9 

2.6 

3.3 

Easton         

7-8 

2.7 

3.7 

3.3 

Eastern  Shore. 

Mardela  Springs    

10-11 

2.9 

4.0 

4.4 

Mean  

2.8 

3.4 

37 

Dover,  Del  

15-18 

3  2 

3.5 

4.5 

Milford,  Del  

14-16 

2  9 

4.5 

3.7 

Delaware  and  Atlantic  Coast. 

Millsboro,  Del  

6 

2.9 

4.3 

3.1 

•  J 

Mean    

3.0 

4.1 

3.8 

Entire  Section. 

Mean  

3.0 

3.6 

3.9    i 

(70) 


YERAL    DISTRICTS. 


July. 

Aug. 

Sept. 

Oct. 

Nov. 

Dec. 

Annual. 

Spring. 

Summer. 

Autumn. 

Winter. 

6.2 

3.6 

8.1 

3.4 

4.3 

4.0 

53.3 

14.8 

14.5 

10.7 

13.3 

3.4 

3.1 

2.7 

2.5 

2.4 

2.2 

33.7 

8.8 

10.0 

7.5 

7.2 

8.8 

4.3 

2.8 

2.9 

2.9 

2.3 

85.4 

8.4 

10.9 

8.6 

7.5 

3.6 

3.7 

2.8 

2.7 

2.6 

2.8 

34.6 

8.6 

10.4 

8.0 

7.4 

3.6 

2.6 

3.1 

2.3 

2.8 

2.8 

85.2 

9.7 

8.7 

8.1 

8.6 

4.6 

4.0 

3.7 

3.1 

2.8 

3.0 

43.5 

11.4 

12.6 

9.6 

9.9 

4.1 

8.8 

3.4 

.2.7 

2.8 

2.9 

39.4 

10.6 

10.6 

8.8 

9.2 

3.7 

2.8 

3.4 

2.5 

2.9 

2.9 

38.9 

•  10.4 

10.6 

8.9 

9.0 

3.5 

3.5 

3.6 

3.8 

3.9 

3.0 

43.2 

11.8 

10.9 

11.3 

9.3 

4.1 

4.3 

3.8 

2.8 

4.5 

2.5 

42.2 

11.0 

12.0 

11.1 

8.4 

5.1 

4.9 

3.3 

3.7 

3.1 

3.4 

45.2 

10.0 

15.0 

10.1 

10.3 

3.6 

4.1 

3.6 

3.4 

3.3 

2.7 

42.3 

11.2 

11.3 

10.3 

9.6 

4.0 

3.2 

3.5 

2.7 

3.0 

2.5 

38.2 

9.3 

11.1 

9.2 

8.6 

4.7 

4.1 

3.6 

3.1 

3.3 

3.2 

48.3 

11.3 

12.4 

10.0 

9.6 

4.5 

4.9 

4.3 

3.6 

3.8 

3.4 

48.3 

12.0 

13.4 

11.7 

11.2 

4.3 

5.7 

4.0 

4.0 

4.0 

3.0 

47.8 

12.1 

14.0 

12.0 

9.7 

4.2 

4.2 

8.7 

3.3 

3.5 

3.0 

43.3 

11.0 

12.3 

10.5 

9.5 

4.8 

4.6 

3.7 

3.8 

4.3 

3.4 

48.2 

12.9 

13.3 

11.9 

10.2 

7.0 

3.4 

3.7 

3.7 

3.3 

2.9 

47.9 

13.9 

14.1 

10.7 

9.3 

5.9 

4.0 

3.7 

3.8 

3.8 

3.2 

48.0 

13.4 

13.7 

11.3 

9.8 

4.ii 

2.5 

1.8        3.7 

2.1        2.0 

*34.4 

*10.5 

9.0 

*7.1 

8.0 

4.2 

3.2         2.0        3.2 

3.0         2.6 

38.6 

10.6 

10.7 

8.1 

9.2 

,6.0        3.4        2,2        3.8 

S.  2        2.5 

39.9 

10.6 

12.1 

9.3 

7.9 

;8.7        6.5        4.8        3.7 

3.4        3.4 

47.6 

13.4 

12.3 

11.9 

9.9 

4.5        3.9        2.6        3.6 

2.9        2.6 

40.1 

11.3 

11.0 

9.1 

8.8 

3.5 

5.4 

3.4 

3.0 

3.3 

2.7 

42.6 

12.0 

12.7 

9.7 

8.2 

4.2 

3.3 

2.2 

3.0 

2.9 

2.6 

37.8 

10.6 

10.2 

8.1 

9.0 

6.6 

3.6 

3.4 

4.6 

3.3 

2.3 

45.7 

12.9 

12.3 

11.4 

9.2 

4.8 

4.1 

3.0 

3.5 

3.2 

2.5 

42.0 

11.8 

11.7 

9.7 

8.8 

4.8 

3.6 

3.9 

3.3 

3.5 

3.1 

42.9 

11.1             11.5 

10.7 

9.7 

8.4 

3.3 

4.6 

3.5 

3.5 

3.0 

42.9 

11.1               9.8 

11.6 

10.3 

5.3 

3.4 

8.7 

4.9 

3.2 

3.0 

45.7 

12.0            11.9 

11.8 

10.2 

4.:> 

3.4 

4.1 

3.9 

3.4 

3.0 

43.8 

11.4            11.0             11.4 

10.1 

4> 

3.8 

3.3 

3.4 

3.3 

3.0 

43.1             11.6 

11.9 

9.9 

9.6 

(71) 


J      F     M      A      M      J      J      .A      S    O     N      D    J 


.The  Entire  Section. 


Alleghany  Plateau. 


The  Greater  Appalachian 
Valley. 


Central  Potomac  District. 


North  Central  District. 


Anne  Arundel  County. 


Southern  District. 

(Western  Shore.) 


Eastern  Shore. 


Delaware  and  Atlantic 
Coast. 


JFMAMJJASO 

FIG.  2. — Fluctuations  in  normal  rainfall. 


(72) 


MARYLAND  GEOLOGICAL  SURVEY 


NORMAL  TEMPERATURE  AND  PRECIPITATION 


INCLUDING 

DELAWARE  AND  THE  DISTRICT  OF  COLUMBIA 

YEAR 


d^£ 


SCALE 
1:1,250,000.    20TM3T.es -lIixclL 


55 


MARYLAND  GEOLOGICAL  SURVEY 

WM.  BULLOCK  CLARK.  STATE  GEOLOGIST 

1899 


LEGEND 

TEMPERATURE  IN  DEGREES  FAHRENHEIT 
PRECIPITATION  IN    INCHES 


30-35 


35-4O 


40-45 


46-50 


•55' 


50-55 


VOLUME  III,  PLATE  V. 


A.  Reran  «•  Co.  Uth .  B  .ItUno 


MARYLAND    GEOLOGICAL    SURVEY  73 

The  lines  of  the  diagram  show  the  minimum  precipitation  in  mid- 
winter with  considerable  increase  in  February  and  May  and  a  very 
marked  increase  in  July,  while  a  uniform  decrease  in  precipitation  is 
shown  in  April.  More  or  -less  variability  in  precipitation  is  shown 
in  the  different  sections  of  the  state. 

The  fluctuations  in  monthly  and  annual  precipitation  in  the  state 
in  different  years  are  clearly  brought  out  in  the  table  below: 

GREATEST  AND  LEAST  TOTAL  MONTHLY  AND  ANNUAL  RAINFALLS 
OCCURRING  ANYWHERE  IN  STATE  SINCE   1818. 

January 11.2. . Woodstock 1883 

" 0.2 Washington 1872 

February 8.8 St.  Inigoes 1872 

"  0.1.. Fort  McHenry 1864 

March 12.8 St.  Inigoes 1872 

"      0. 5 Cumberland 1872 

April 13.0 St.  Inigoes ..1874 

" 0.4 Fort  McHenry 1847 

May 12.3 Bachman's  Valley 1898 

" 0.2 Fort  McHenry 1866 

June 10.8 Frederick 1870 

"   0.1 Mt.  St.  Mary's 1888 

July .- 19.9 Jewell 1897 

"   0.3 Fort  McHenry 1869 

August 15.9 Mount  Airy 1873 

"       0.3 Baltimore 1821 

September 13.0 Fallston 1876 

"          Trace Fort  McHenry 1884 

October 11.0 St.  Inigoes 1872 

" 0.0 Taneytown 1892 

"        0.0 Mount  Airy 1874 

November 11.0 Mt.  St.  Mary's 1881 

" 0.1 Fort  McHenry 1882 

December 7.5 Mt.  St.  Mary's 1867 

"          Trace Jewell 1889 

Annual 88.5 St.  Inigoes 1872 

«          20.0 Cumberland 1870 

The  fluctuations  in  Baltimore  during  the  past  twenty-eight  years 
are  given  in  the  following  figure. 


74  THE    RELATIONS    OF    MARYLAND    TOPOGRAPHY,    ETC. 

Snowfall  never  fails  completely  in  Maryland  even  in  the  warmest 
winters,  although  it  may  be  reduced  to  insignificant  proportions  except 


65 


1871     23     4     56     7     8    -9    80    1      2     3     4     5.6      7     899Q1      2      34      5      67. 8 


60  int. 


50  int. 


45 
.Normal  line. 


30  Ins. 


FIG.  3. — Fluctuations  in  annual  precipitation  at  Baltimore,  1871-1898. 

in  the  mountains.     The  average  monthly  amounts  for  the  various 
climatic  divisions  of  the  state  are  shown  in  the  table  below: 


AVERAGE  DEPTH  OF  SNOW  IN  INCHES. 


Western  section  

Jan. 
12  0 

Feb. 

8  9 

N.  Central  section  

5  1 

5  1 

Southern  section  

5.4 

4  0 

Eastern  section  

4.6 

4  1 

Entire  state  . 

6.6 

5.7 

Mar.        Apr.       May.        Nov. 
9.2  3.1  1.8  3.2 

6.6  2.0 


1.0 


5.0 


1.4 
1.5 
1.4 


0.4 


5.6 
2.5 
2.5 

3.7 


Dec. 

5.2 

2.4 

2.3 

1.9 

2.6 


WINDS. 

The  prevailing  winds  in  Maryland  are  northwesterly  in  winter, 
and  during  the  summer  months  blow  from  a  southerly  direction,  more 
generally  from  the  southwest.  The  following  tables  show  the  pre- 
vailing wind  direction  for  the  several  divisions  for  the  past  seven 
years: 


MARYLAND    GEOLOGICAL   SURVEY 
PREVAILING   WINDS. 


Western  section  

Jan. 

Feb. 

Mar. 

Apr. 

May 

Jan. 

July 

Aug. 

Sep. 

Oct. 

Nov. 

Dec. 

NW 

NW. 

SW 

Var. 

SW. 

Var. 

Var. 

SW. 

Vnr 

Var. 

Var. 

SW. 

N.  Central  section.  .  . 

NW 

NW. 

NW 

NW 

Var. 

Vnr 

SW. 

SW. 

Var 

NW 

NW 

NW. 

Southern  section  .... 

NW 

NW. 

NW 

Var. 

Var. 

Var. 

SW. 

SW. 

Vnr 

NW 

NW 

NW. 

Eastern  section  
Entire  state  '. 

NW. 

NW. 

NW. 
NW. 

NW. 

NW. 

Var. 
NW. 

Var. 
Var. 

SW. 
Var. 

SW. 
SW. 

Var. 
SW. 

Var. 
Var. 

NW. 

NW. 

NW. 
NW. 

NW. 
NW. 

The  direction  of  the  wind  depends  upon  the  relative  positions 
of  the  pressure  areas  with  respect  to  each  other  and  to  Maryland. 
The  velocity  of  the  wind  is  determined  by  the  intensity  of  the  atmos- 
pheric disturbances.  The  only  satisfactory  records  of  the  wind  veloc- 
ities for  the  state  are  those  that  have  been  made  at  Baltimore  and 
Washington.  The  average  monthly  daily  and  hourly  velocities  of  the 
wind,  in  miles,  for  Baltimore  during  the  past  twenty-eight  years  are 
given  in  the  table  below: 

AVERAGE  MONTHLY,  DAILY  AND  HOURLY  WIND  MOVEMENT 
AT  BALTIMORE. 


AVERAGE. 

Jan. 

Feb. 

Mar. 

Apr. 

May 

Jun. 

July 

Aug. 

Sept. 

Oct. 

Nov. 

Dec. 

Monthly  

4609 
149 
6.2 

4506 
161 
6.7 

5499 
177 
7.4 

5038 
168 
7.0 

4636 
150 
6.2 

4284 
143 
6.0 

4147 
134 
5.6 

3T87 
122 
5.1 

3931 
131 
5.5 

4376 
141 
5.9 

4413 
147 
6.1 

4492 
145 
6.0 

Daily   

Hourly    

The  velocity  of  winds  is  extremely  variable,  and  in  times  of  great 
storms  much  destruction  to  property  results,  while  the  highways  are 
swept  bare  of  the  finer  loose  particles.  In  the  following  table  the 
maximum  wind  velocities  in  Baltimore  during  the  past  twenty-five 
years  are  given  for  each  month,  in  miles  per  hour,  whenever  this 
velocity  has  been  maintained  for  a  period  of  five  minutes  or  more  at 
the  rate  given. 

MAXIMUM  WIND  VELOCITIES  AT  BALTIMORE. 


Jan. 
1894 

Feb. 
1893 

Mar. 
1896 

Apr 
1879 

May 
1893 

June 
1892 

Julv 
1893 

Aug. 
1888 

Sept. 
1892 

Oct. 

1878 

Nov. 
1891 

Dec. 

1898 

48 

45 

50 

60 

43 

42 

42 

45 

38 

45 

48 

54 

\ 

76  THE    RELATIONS    OF    MARYLAND    TOPOGRAPHY,    ETC. 

The  brief  discussion  of  Maryland  climate  which  has  been  given  in 
the  preceding  pages  has  brought  out  the  leading  characteristics  of  the 
temperature,  precipitation,  and  winds  in  the  state,  each  of  which  has 
a  controlling  influence  upon  highway-construction  and  must  be  care- 
fully considered  by  the  road-builder. 

GENERAL  EFFECT  OF  THE  CLIMATE  ON  ROADS. 

From  what  has  been  stated  in  the  previous  pages  it  will  be  ob- 
served that  wide  differences  are  found  in  temperature  and  rainfall 
in  the  various  counties  of  the  state,  and  that  these  differences  must 
materially  affect  the  construction  of  our  highways.  Professor  N.  S. 
Shaler  of  Harvard  University,  for  many  years  a  member  of  the  Mas- 
sachusetts Highway  Commission  and  the  author  of  "  American  High- 
ways," presents  this  whole  subject  in  a  very  lucid  manner.  He  says: 
"  As  a  roadway  is  of  all  constructions  the  most  exposed  to  the  action 
of  the  weather,  the  climate  of  the  district  in  which  it  lies  has  a  greater 
effect  upon  it  than  upon  any  other  class  of  buildings.  This  effect  is 
exercised  by  the  rainfall,  changes  in  temperature,  and  the  winds.  A 
secondary  influence,  arising  from  the  above-mentioned  natural  condi- 
tions, is  found  in  the  character  of  the  vegetation,  which,  under  favor- 
able conditions,  ma-y  advantageously  affect  a  road  by  covering  the 
unused  portion  of  its  surface  with  a  network  of  low-growing  plants, 
such  as  the  grasses. 

"  Under  any  conditions  a  road  has  to  lie  open  to  the  rain.  Where 
this  comes  gently,  as  is  usually  the  case  in  Europe,  it  may  not  wash 
the  surface  of  a  well-graded  way  in  a  serious  manner.  When,  how- 
ever, as  in  this  country,  the  rainfall,  particularly  in  the  central  and 
western  portions  of  the  land,  often  comes  in  a  torrential  manner,  the 
effect  is,  even  on  well-constructed  roads,  to  wash  out  the  dust  which 
holds  the  stones  together  as  well  as  to  remove  the  divided  portion  of 
the  rock,  which  should  have  a  coating  to  keep  the  wheels  and  the 
shoes  of  horses  from  breaking  the  stone  in  a  rapid  manner.  Thus 
the  result  of  occasional  heavy  rains  is  in  this  country  a  more  rapid 
wearing  of  the  road-bed  than  occurs  in  the  Old  World.  It  is  doubt- 
ful, indeed,  if  the  Eoman  ways  would  have  survived  in  this  land  in 


MARYLAND    GEOLOGICAL    SURVEY  77 

the  manner  in  which  they  have  endured  in  the  regions  where  they 
were  built. 

"  In  almost  all  instances  the  ditches  on  either  side  of  a  road  have 
to  receive  a  large  share  of  water  which  flows  over  the  surface  toward 
the  way.  "Where,  as  in  America,  the  rainfall  may  amount,  as  is  often 
the  case,  to  an  inch  or  more  an  hour,  a  large  part  of  the  water,  espec- 
ially when  the  ground  is  frozen,  flows  over  the  surface,  and  much  of 
it  finds  its  way  to  these  ditches.  As  will  be  noted  hereafter,  the 
waterways  beside  roads  are  an  important  part  of  the  construction. 
The  cost  of  their  provision  and  maintenance  is,  on  the  average,  much 
greater  with  us  than  in  European  lands.  Furthermore,  it  is  essential 
that  the  earth  beneath  a  macadam  way,  where  it  is  not  provided  with 
a  pavement  foundation,  should  be  kept  dry.  It  is  desirable,  indeed, 
in  all  cases  that  it  should  be  protected  from  the  invasion  of  water. 
The  expense  of  underdrainage,  such  as  is  hereafter  to  be  described, 
is  exceptionally  great  in  the  case  of  American  constructions. 

"  The  well-known  heaving  action  of  frost,  which  is  proportionate 
to  the  depth  to  which  it  enters  the  soil  and  to  the  water  contained 
therein,  is  always  a  menace  to  the  preservation  of  a  roadway.  This 
movement  not  only  disturbs  the  whole  construction,  but  it  tends  to 
force  up  the  larger  stones  through  the  macadam  or  gravel,  so  that 
they  disturb  the  bed  in  their  ascent  and  encumber  the  way  when  they 
appear  at  the  surface.  In  the  Northern  States  of  this  Union,  where 
the  frost  often  enters  the  earth  to  the  depth  of  three  feet  or  more,  the 
effect  of  freezing  and  thawing,  often  repeated  several  times  in  the 
course  of  a  winter,  is  exceedingly  injurious.  To  guard  against  it,  it 
is  necessary  to  provide  for  the  removal  of  the  water  to  a  greater  depth 
beneath  the  surface  than  is  required  on  the  continent  of  Europe  or  in 
Great  Britain. 

"  The  evils  arising  from  the  long-continued  droughts  which  are  so 
common  in  America  are  felt  in  several  different  ways.  Where  broken 
stone  is  used  as  road-material  it  is  held  together  by  the  cementing 
action  of  the  dust  which  lies  between  the  fragments.  Where  the 
way  is  traversed  by  heavy  wagons  it  almost  always  undergoes  a  certain 
breaking  up  of  the  bond.  This  is  restored  by  a  recementation  process, 


78  THE    RELATIONS    OF    MARYLAND    TOPOGRAPHY,    ETC. 

which  causes  the  dust,  when  wetted  once,  again  to  bind.  It  thus  comes 
about  that  a  road  which  is  wetted  at  intervals,  say  no  greater  than  a 
fortnight,  will  remain  in  a  firm  state,  while,  when  subjected  to  traffic 
for  a  drought  of  a  month  or  more  in  duration,  it  will  be  broken  into 
a  mere  rubble.  A  conspicuous  instance  of  this  action  came  under 
the  observation  of  the  writer  in  the  campaign  of  1862  between  the 
armies  of  Bragg  and  Buell  in  Kentucky  and  Tennessee.  It  was  a 
season  of  remarkable  drought,  little  or  no  rain  falling  for  the  term  of 
seventy  days.  During  this  time  the  macadam  roads  of  that  district, 
which  ordinarily  are  in  excellent  condition,  were  by  the  wagon  and 
artillery  trains  brought  almost  to  a  state  of  ruin.  The  fragments  of 
stone  which  ordinarily  adhered  firmly  to  one  another  were  converted 
into  pebbles,  which  ground  up  under  the  tread  of  the  wheels.  It  was 
not  until  after  the  great  rains  which  came  on  the  night  of  the  battle 
of  Perryville  that  these  roads  began  to  return  to  a  fairly  passable 
state.  Many  of  them,  however,  were  so  injured  by  the  grinding  up 
of  the  loose  fragments  that  they  were  unserviceable  until  they  were 
re-covered  with  broken  stone. 

"  The  effect  of  the  winds  on  roads  is  to  blow  away  the  protecting 
covering  of  dust.  If  they  be  strong,  the  action  may  go  so  far  as  to 
remove  the  cementing  material  from  between  the  exposed  crevices. 
In  general  it  may  be  said  that  the  wearing  of  a  road  increases  rapidly 
with  the  speed  and  continuity  of  the  winds  and  the  extent  to  which 
they  blow  in  times  of  drought.  The  strong  southwest  winds  so  prev- 
alent in  this  country,  particularly  in  the  Mississippi  Valley  in  the 
summer,  much  increase  the  cost  of  maintenance  of  good  ways. 

"  In  a  moderately  humid  climate,  exempt  from  continuous  summer 
droughts,  creeping  plants,  nourished  by  the  dust  from  the  roads, 
which  in  most  cases  lias  a  considerable  fertilizing  value,  take  hold  on 
the  shoulders  and  sides  of  the  way  in  such  a  manner  as  to  protect 
those  exposed  parts  from  washing  or  from  the  action  of  the  winds. 
Where  these  conditions  prevail,  it  is  generally  practicable  to  build  a 
relatively  narrow,  hardened  way  with  wide  shoulders  on  either  side 
onto  which  the  passing  teams  can  turn  out,  finding  there,  by  virtue  of 
the  plant  covering,  a  surface  so  firm  that  it  will  not  rut  from  an  occa- 


MARYLAND    GEOLOGICAL    SURVEY  79 

sional  passage  of  wheels.  If,  however,  the  shoulders  are  overdry, 
as  they  are  sure  to  become  in  an  enduring  drought,  the  plants  are 
killed  and  the  surface  left  exposed. 

"  The  result  of  the  above-mentioned  climatal  conditions  is  to  make 
the  construction  and  maintenance  of  good  highways  a  matter  of 
greater  cost  in  the  New  than  in  the  Old  World.  The  conditions  in 
the  two  realms  are  so  far  diverse  that  we  need  to  be  careful  in  adopting 
without  revision  the  methods  which  have  been  successful  beyond  the 
Atlantic.  In  all  cases  these  methods  should  be  critically  examined 
with  reference  to  the  climatal  and  other  needs  of  this  country." 

Indirectly  connected  with  the  influence  of  the  climate  is  the 
effect  of  forests  on  roads,  and  Professor  Shaler  further  says  in  discuss- 
ing these  facts  that  "  The  effect  of  forests  on  the  construction  and 
maintenance  of  roads  is  considerable.  Where  these  woods  are  deeply 
rooted,  it  is  necessary  to  exercise  a  considerable  amount  of  care  in 
removing  the  woody  material,  not  only  the  crowns  and  tap-roots,  but 
also  those  of  any  size  which  penetrate  downward;  and  this  for  the 
reason  that  the  decay  of  the  remains  of  the  tree  is  apt  to  bring  about 
harmful  settlements  of  the  foundation.  The  cost  in  general  of  carry- 
ing a  road  through  thick  woods  is,  so  far  as  the  preparation  of  the 
bed  is  concerned,  at  least  twice  as  great  as  where  it  traverses  an  open 
country. 

"  The  effect  of  a  timber  belt  on  either  side  of  the  road  is  sometimes 
to  necessitate  more  careful  drainage  to  insure  the  dryness  of  the  sub- 
way. Where  the  hardened  part  of  the  construction  is  made  of  gravel 
the  influence  of  the  shade  and  of  a  plentiful  contribution  of  fallen 
leaves  is  to  preserve  the  layer  from  the  excessive  dryness  which  is 
likely  rapidly  to  dessicate  the  surface  of  the  wheelway.  Moreover, 
the  covering  of  leaves  affords  some  protection  against  the  impact  of 
tires  and  hoofs,  while  the  result  of  the  decay  of  vegetable  matter  is 
to  favor  the  cementation  of  the  bed.  In-  a  less  degree  the  shelter  of  a 
wood  or  of  thick  plantations  on  either  side  of  the  road,  even  that  which 
is  afforded  by  the  ordinary  spaced  trees  which  are  commonly  planted 
beside  ways,  is  helpful  to  macadam  roads.  Trees  also  diminish  the 
ill  effects  of  winds,  retaining  the  dust  on  the  road  in  a  way  that  it 


80  THE    RELATIONS    OF    MARYLAND    TOPOGRAPHY,    ETC. 

would  not  be  kept  there  if  the  road  lies  quite  open  to  the  blast.  On 
these  economic  accounts,  as  well  as  for  the  grace  which  plantations 
afford,  it  is  advisable  to  keep  a  way  tolerably  shaded,  at  least  in  such 
a  climate  as  exists  in  almost  all  parts  of  the  United  States." 

These  statements  by  so  eminent  an  authority  as  Professor  Shaler 
indicate  how  important  it  is  that  the  highway  engineer  should  famil- 
iarize himself  with  the  climatic  conditions  of  the  country  in  which  his 
work  is  placed.  From  what  has  been  said  in  previous  pages  it  has 
been  shown  that  the  rainfall  is  much  more  excessive  in  some  localities 
than  in  others,  while  the  variations  in  temperature  between  the  eastern 
and  western  sections  of  the  state  are  very  great,  the  much  deeper  frosts 
of  the  latter  area  requiring  that  far  greater  attention  should  be  paid 
to  the  road-bed.  The  difficulties  attendant  upon  highway-construc- 
tion on  these  grounds  in  Maryland  are,  however,  much  less  than  in  the 
area  farther  north  to  which  Professor  Shaler  has  more  largely  devoted 
his  attention. 


MARYLAND  GEOLOGY  IN  RELATION  TO  HIGHWAY 
CONSTRUCTION." 

The  rocks  of  Maryland  are  of  much  significance  to  the  road-builder. 
Not  only  do  the  physical  characteristics  of  the  materials  composing 
the  road-bed  largely  affect  the  permanency  of  the  traveled  way,  but 
the  character  and  distribution  of  the  rocks  of  the  several'  districts 
determine  the  quality  of  the  road-metals  which  are  actually  placed 
upon  the  highways  of  the  state.  The  relation,  therefore,  of  geology 
to  highway-construction  is  of  such  a  nature  that  it  is  necessary  to 
examine  the  questions  connected  therewith  in  some  detail. 

THE  ROAD-BED. 

The  character  of  the  road-Bed,  or  foundation,  upon  which  the  high- 
way must  be  built,  is  of  the  greatest  practical  importance,  and  de- 
pends primarily  upon  the  underlying  geological  formation.  In  a 
region  like  that  of  the  state  of  Maryland  where  the  rocks  are  of  many 
kinds  and  often  of  small  areal  development,  it  becomes  a  matter  of 


«*SO                                                                              x« 

OP  THE 

ROAD   MATERIALS 


Of 


INCLUDING 

DELAWARE  AND  THE  DISTRICT  OF  COLUMBIA 

SCALE 

1:1,250,000.    20MHes~lIn_cli 

05  10  _  20  40  _  60 

MARYLAND   GEOLOGICAL  SURVEY 

WM.  BULLOCK  OLARK,  STATE  GEOLOGIST 

1899 


LEGEND 


PIEDMONT   PLATEAU 
THE  TRAP  ROCKS 

GA3BRO  | 

PCRIDOTITE    AND    PYROXENITE 

Mown 

DIABASE 

THE    GRANITIC    AND    QUARTZITIC    ROCKS 

GNEISS    AND    QUARTZ-SCHIST  I  ! 

GRANITE 

QUARTZITE 

TRIASSIC    SANDSTONE 

THE  CALCAREOUS   ROCKS 

MARBLE 

CRYSTALLINE    LIMESTONE  I  I 

TRIASSIC    CONGLOMERATE 

8HENANDOAH    LIMESTONE 

THE  SLATE  ROCKS 


APPALACHIAN    REGION 


EASTERN  APPALACHIAN  OB  BLUE  RIDOZ  DISTRICT 

THE    VOLCANIC    ROCKS 
BASIC   VOLCANICS 
ACID   VOLCANICS 

THE   GRANITIC    AND    QUARTZITIC    ROCKS 

GRANITE  I  I 

QUARTZITE  1  I 

OBNTBAL  AND  WESTERN  APPALACHIAN  DISTRICT 
THE    LIMESTONES 

8HENANDOAH 

NIAGARA.   8ALINA    AND    HELDERBERG 

GREENBRIER 

THE    SANDSTONES 

JUNI  ATA-TUSCARORA 
ORI8KANY 
POCONO 
POTT8VILLE 

THE    SHALES 

SHALES  (INCLUDING  MARTINSBURG,  CLINTON,  ROMNEY. 
JENNINGS,  HAMPSHIRE,  ALLEGHENY,  CONEMAUGH.  MONON- 
GAHELA  AND  DUNKARD  FORMATIONS) 


LZZl 


GRAVELS    AND    IRON    BE 
CLAYS    AND    UNCONSOLIC 

MARLS  OCCUR  AS  BEDS 
VARIOUS  PLACES  IN  ' 
AND  TERTIARY  FORMAT 
RESENTED  ON  THE  I 


VOLUME  III,  PLATE  VI. 


MARYLAND    GEOLOGICAL    SURVEY  81 

necessity  for  the  road-builder  to  frequently  adjust  his  plans  to  chang- 
ing conditions.  The  frequent  alternation  of  sandstones,  limestones, 
and  shales  in  western  Maryland  and  of  granitic  and  trap  rocks  in  cen- 
tral Maryland  must  be  constantly  considered  by  the  road-master;  while 
the  varying  gravels,  sands  and  clays  of  eastern  and  southern  Mary- 
land afford  still  other  conditions  that  are  not  less  difficult  to  deal  with. 

"When  the  surface  layers  of  the  rocks,  whatever  their  lithologic 
characters,  become  disintegrated,  as  commonly  occurs  in  Maryland, 
the  residual  materials  are  generally  either  clays  or  sands,  or  a  variable 
mixture  of  the  two.  In  level  regions,  especially  where  the  streams 
have  been  unable  to  remove  the  unconsolidatd  materials,  the  road-bed 
seldom  rests  upon  solid  rock;  but  at  the  higher  elevations  of  the  Pied- 
mont Plateau  and  the  Appalachian  Region  the  more  quartzitic  rocks 
frequently  reach  the  surface,  and  afford  a  solid  foundation  upon  which 
a  permanent  road-bed  may  be  constructed.  The  coating  of  residual 
materials  when  present  in  the  elevated  regions  of  the  state  is  generally 
thin  and  always  of  varying  thickness,  since  the  rain  and  the  streams 
are  active  agents  on  the  steeper  slopes  in  the  removal  of  the  uncon- 
solidated  products. 

Maryland,  like  the  states  which  lie  to  the  south  of  it,  differs  very 
materially  from  our  northern  commonwealths  in  the  absence  of  glaci- 
ation,  which  in  that  region  swept  from  the  surface  of  the  country 
the  residual  materials,  leaving  the  unaltered  rocks  exposed  over  wide 
tracts  while  burying  adjacent  areas  under  a  cover  of  morainic  debris. 
The  more  restricted  areas  of  superficially  unaltered  rocks  in  Mary- 
land are  confined  to  the  larger  stream-channels  and  the  steeper  slopes, 
while  the  widely  distributed  disintegrated  products  are  largely  found 
in  situ  rather  than  transported  to  a  distance  as  within  the  glaciated 
belt 

The  question  of  drainage  is  of  prime  importance  in  the  construction 
of  permanent  highways.  When  the  under-materials  are  sands  the 
water  drains  away  quickly,  but  when,  as  is  often  the  case,  these  ma- 
terials are  clays  or  clayey  sands  the  natural  drainage  is  slow  and  un- 
satisfactory. A  road  built  upon  such  a  plastic  foundation  as  that 
which  is  afforded  by  clays  readily  goes  to  pieces  unless  special 


82  THE    RELATIONS    OF    MARYLAND    TOPOGRAPHY,    ETC. 

precautions  are  taken.  A  base  of  this  character  generally  requires 
not  only  artificial  draining  at  the  sides,  but  also  the  introduction  at 
times  of  costly  pavements  so  as  to  keep  the  surface  layer  of  broken 
atones  and  gravel  from  working  down  into  the  yielding  road-bed.  Pro- 
fessor Shaler,  in  his  work  upon  American  Highways,  refers  to  the  fact 
that  such  clayey  foundations  are  commonly  found  in  the  most  fertile 
agricultural  regions,  and  that  this  adds  largely  to  the  cost  of  road-con- 
struction in  those  areas  where  good  roads  are  most  essential.  Take, 
for  example,  the  rich  limestone  valleys  both  in  the  Piedmont  Plateau 
and  in  the  Appalachian  Region.  They  afford  thick  residual  clays 
which  are  generally  poorly  adapted  for  highway-construction  unless 
some  precaution  is  taken  as  in  the  manner  above-mentioned.  The 
great  value  of  the  agricultural  interests  in  these  areas  has  rendered  it 
imperative,  however,  to  spend  much  money  upon  the  highways,  and 
they  are  frequently  found  to  be  among  the  finest  in  the  state. 

THE  ROAD  MATERIALS. 

The  rocks  of  Maryland  afford  a  great  variety  of  natural  road-build- 
ing materials.  The  central  counties  of  the  state,  especially,  are  pro- 
vided with  materials  of  the  highest  grade,  while  the  western  and  the 
eastern  sections  of  the  state  are  not  without  road-metals  of  value. 
There  are  few  states  in  the  Union  in  which  the  natural  road-building 
materials  are  of  equal  quality  or  are  more  advantageously  distributed, 
and  yet  Maryland  has  made  comparatively  little  use  of  them  hitherto. 

THE    PIEDMONT    PLATEAU. 

The  rocks  of  the  Piedmont  area  are  the  best  in  the  state  for  the 
various  uses  of  the  road-builder.  These  rocks,  as  elsewhere  de- 
scribed, are  mainly  crystalline  or  semi-crystalline,  and  embrace  a 
great  number  of  rock  types  of  varying  utility  for  highway-construc- 
tion. They  may  be  grouped  into  four  main  classes,  viz.,  the  trap 
rocks,  the  granitic  and  quartzitic  rocks,  the  calcareous  rocks,  and 
the  slate  rocks. 

The  Trap  Rocks. 

The  trap  rocks,  as  shown  by  the  tests  given  in  later  chapters,  are  the 
best  road-building  materials  in  the  state,  both  on  account  of  their 


MARYLAND  GEOLOGICAL  SURVEY. 


VOLUME  III,  PLATE  VII. 


FIG.  1.— TRAP  ROCK,   GABBRO,   BALTIMORE  COUNTY. 


The  Friedenwald  Co. 

FIG.  2.— TRAP  ROCK,  SERPENTINE,   HARFORD  COUNTY. 

PHOTOMICROGRAPHS  OF  ROCK   SECTIONS. 


MARYLAND    GEOLOGICAL    SURVEY  83 

resistance  to  wear  and  their  fairly  good  cementing  qualities.  The 
trap  rocks  are  highly  crystalline  with  their  constituent  minerals 
firmly  interlocked.  They  are  also  rich  in  iron,  which  is  rendered 
available  as  a  cementing  medium.  All  of  the  trap  rocks  are  of 
igneous  origin,  having  been  forced  in  a  molten  condition  from  con- 
siderable depths  in  the  earth's  crust  into  the  positions  which  they  now 
occupy.  They  are  widely  distributed  throughout  the  seven  Piedmont 
Plateau  counties  and  occur  in  several  well-defined  varieties. 

GABBRO. — The  most  extensively  distributed  and  probably  the  most 
ancient  of  the  basic  eruptive  or  trap  rocks  which  so  abundantly  intrude 
the  gneiss  complex  is  the  gabbro  or  the  "  niggerhead  "  rock.  There 
are  three  main  areas  of  this  rock  within  the  limits  of  the  state — the 
Stony  Forest  area  of  Harford  and  Cecil  counties;  the  great  belt  or 
sheet  which  extends  from  north  of  Conowingo  on  the  Susquehanna 
river  in  a  south-southwest  direction  to  Baltimore  city;  and  the  irreg- 
ular, intrusive  sheet  which  is  mainly  developed  to  the  west  of  Balti- 
more, and  extends  thence  as  far  south  as  Laurel. 

The  gabbro  is  a  rather  fine-grained  aggregate  of  the  minerals  hypers- 
thene,  diallage,  plagioclase  (bytownite),  and  magnetite,  with  varying 
amounts  of  apatite  and  brown  hornblende.  The  unaltered  gabbros 
are  unusually  massive,  heavy  and  dark-colored.  With  their  alteration 
the  color  changes  from  a  pale  buff  to  the  characteristic  reddish-brown. 
By  an  increase  in  magnesia  the  gabbro  passes  by  gradual  transitions 
toward  the  rock  types  which  include  the  peridotites  and  pyroxenites; 
or  in  alumina  to  rich  feldspathic  rocks;  or  in  silica  to  others  which  have 
free  silica  forming  blue  grains. 

The  action  of  pressure  which  has  caused  the  recrystallization  of  the 
gneiss  and  marble  is  also  well  marked  in  the  gabbros.  It  has  caused 
the  iron  constituent  pyroxene  to  change  to  another  green  mineral 
called  hornblende,  and  has  in  some  cases  left  the  rock  as  massive  as 
at  first,  or  in  other  cases  rendered  it  schistose.  The  first  is  gabbro- 
diorite,  the  second  gabbro-schist.  The  change  has  always  been  most 
complete  where  the  mass  of  gabbro  is  smallest,  as  in  the  narrow  beds 
which  connect  the  larger  areas.  This  change  is  well  shown  along  the 
Bel  Air  Road  near  Baltimore. 


84  THE    RELATIONS    OF    MARYLAND    TOPOGRAPHY,    ETC. 

The  gabbro  offers  great  resistance  to  the  ordinary  process  of  decom- 
position and  hence  it  is  strewn  abundantly  all  over  the  area  which  it 
occupies  in  the  form  of  boulders.  It  is  at  the  same  time  so  hard,  so 
heavy,  and  so  jointed  that  it  cannot  be  quarried  to  any  advantage 
as  a  building-stone,  although  the  loose  blocks  are  much  used  for  con- 
structing stone  walls  or  foundations.  It  is  admirably  adapted,  how- 
ever, as  a  road-metal,  although  its  firm  interlocking  texture  makes  it 
a  difficult  rock  to  work.  These  very  qualities,  which  increase  the 
expense  of  its  preparation,  add  at  the  same  time  to  its  durability,  and 
no  more  satisfactory  road-metal  can  be  secured. 

PERIDOTITE  AND  PYROXENITE. — The  second  type  of  eruptive  rock 
which  penetrates  the  gneiss  complex  comprises  the  peridotite  and 
pyroxenite.  It  is  younger  than  the  gabbro,  but  it  is  genetically 
closely  allied  to  it.  The  two  types  are  connected  by  many  inter- 
mediate varieties;  and  these  more  basic  rocks,  which  also  break 
through  the  gabbro  as  well  as  through  the  gneiss,  may  be  regarded 
as  having  resulted  from  a  gabbro-magma  which  had  become  rela- 
tively poor  in  alumina,  or  in  alumina  and  silica.  The  absence  of 
alumina  would  prevent  the  formation  of  feldspar,  and  hence  in  the 
first  case  crystallization  produced  an  aggregate  of  pyroxene  (bronzite 
and  diallage)  called  pyroxenite;  while  in  the  second  case  an  aggregate 
of  olivene  and  pyroxene  with  more  or  less  magnetite  produced  what  is 
called  peridotite. 

The  two  non-feldspathic  eruptive  rocks,  pyroxenite  and  peridotite, 
are  peculiarly  subject  to  alteration,  which  is  not,  however,  decom- 
position. Briefly  it  is  this:  the  pyroxene,  when  it  occurs  alone,  tends 
to  pass  into  secondary  hornblende,  and  this  in  turn  gives  rise  to  talc. 
This  is  the  origin  of  the  extensive  beds  of  steatite  in  eastern  Maryland 
and  Virginia.  The  talc  is  always  mixed  with  more  or  less  pale, 
fibrous  hornblende  (actinolite)  and  chlorite. 

When,  as  in  the  peridotite,  olivene  accompanies  the  pyroxene, 
especially  if  it  is  bronzite,  the  rock  tends  to  form  serpentine  instead 
of  talc.  The  serpentine  also  contains  secondary  hornblende  formed 
from  the  diallage. 

Both  of  the  non-feldspathic  eruptives  are  very  intimately  associated. 


MARYLAND  GEOLOGICAL  SURVEY. 


VOLUME  III,  PLATE  VIII. 


FlG.  l.-tTRAP    ROCK,    DIABASE,    MONTGOMERY   COUNTY. 


The  Frledenwald  Co. 

FlG.  2.— GNEISS,   BALTIMORE    COUNTY. 

PHOTOMICROGRAPHS  OF  ROCK  SECTIONS. 


MARYLAND    GEOLOGICAL   SURVEY  85 

They  do  not  usually  cover  large  areas,  but  occur  in  small  lenticular 
patches.  Varieties  intermediate  between  the  two  extremes  are  com- 
mon, so  that  the  two  alteration  products,  steatite  and  serpentine,  are 
even  more  intimately  mingled  than  the  rocks  themselves. 

Peridotite  and  pyroxenite,  with  their  alteration  products,  are  found 
best  developed  in  Cecil  and  Harford  counties,  extending  as  a  long, 
narrow  belt  from  the  state  line  near  Conowingo  southwestward  toward 
Forest  Hill  in  Harford  county.  Other  areas  are  found  near  Sol- 
dier's Delight  and  Bare  Hills  in  Baltimore  county,  and  also  in  several 
small,  narrow  belts  in  Howard  and  Montgomery  counties.  These 
rocks  are  somewhat  softer  than  the  gabbro,  but  contain  a  large  pro- 
portion of  iron,  which  acts  as  a  valuable  cementing  medium.  They 
afford  important  road-building  materials  in  the  areas  in  which  they 
are  found.  The  steatite  and  serpentine  frequently  wear  away  rapidly, 
however,  and  are  thus  less  valuable  than  the  unaltered  rock  for  high- 
way purposes. 

DIORITE. — The  rocks  included  under  this  head  are  closely  allied 
to  the  granites,  and  at  first  glance  may  easily  be  mistaken  for  them. 
They  differ,  however,  in  the  character  of  their  feldspar  and  in  their 
darker  color.  They  always  contain  a  green  hornblende,  and  biotite 
with  orthoclase  and  plagioclase,  sometimes  the  former  and  sometimes 
the  latter  in  excess.  Quartz  is  usually  present,  and  the  rocks  then 
resemble  the  well-known  tonalite  from  European  localities.  Under 
the  microscope  the  diorites  generally  show  evidences  of  the  destruction 
of  their  constituents  through  dynamic  action  or  through  weathering 
processes. 

The  areal  distribution  of  these  rocks  has  not  been  fully  studied,  but 
they  have  been  mapped  in  several  small  areas  to  the  west  of  Wash- 
ington on  either  side  of  the  Potomac  river.  They  are  most  exten- 
sively developed,  as  far  as  recognized,  around  Georgetown  and  near 
Cabin  John  Bridge.  The  quarries  near  the  former  place  substantiate 
the  view  that  these  rocks  represent  ancient  eruptive  masses  which 
subsequently  have  been  greatly  changed  and  recrystallized  by  the 
earth  movements  which  have  taken  place  since  their  formation.  The 
exact  time  at  which  these  rocks  were  intruded  into  the  surrounding 


86  THE    EELATIONS    OF    MARYLAND    TOPOGRAPHY,    ETC. 

masses  is  not  definitely  known.  They  are  clearly  older  than  the 
youngest  of  the  granites  at  Broad  Branch  and  are  younger  than  some 
of  the  older,  more  metamorphosed  granites  and  granite-gneisses.  It 
seems  reasonably  probable  that  they  were  erupted  just  before  or  just 
after  the  gabbros. 

The  diorites  are  not  as  rich  in  iron  as  the  trap  rocks  previously 
mentioned,  but  are  still  valuable  road-metals,  although  on  account  of 
their  limited  distribution  they  are  much  less  important  than  the 
other  varieties  described. 

DIABASE. — The  diabase,  the  youngest  of  the  trap  rocks,  is  found 
distributed  both  in  the  eastern  and  the  western  divisions  of  the  Pied- 
mont Plateau  extending  from  the  Pennsylvania  border  in  several  long 
dikes  which  reach  nearly  across  the  state  from  north  to  south.  In  the 
western  division  of  the  Piedmont  Plateau  the  diabase  is  found  pene- 
trating the  Triassic  sandstones  and  shales  as  well  as  the  rocks  of 
earlier  age,  the  date  of  its  intrusion  being,  therefore,  very  much  later 
than  that  of  the  other  representatives  of  the  trap  rocks.  The  dia- 
base is  probably  late  Triassic  or  perhaps  post-Triassic  in  age. 

In  the  eastern  portion  of  the  Piedmont  Plateau  the  diabase  intrudes 
the  older  crystalline  rocks  in  Baltimore  and  Harford  counties  occur- 
ring as  long  dikes,  broken  at  several  points  but  preserving  all  the 
features  of  the  rock  found  farther  west  in  Frederick  county.  In  the 
western  portion  of  the  Piedmont  Plateau  the  diabase  is  found  both 
in  western  Carroll  and  Frederick  counties,  being  best  developed  near 
the  Pennsylvania  line  in  the  vicinity  of  Emmitsburg,  where  the 
areal  distribution  is  several  square  miles  in  extent.  From  this  point 
several  dikes  can  be  traced  southward,  one  of  them  continuing  be- 
yond the  limits  of  Frederick  county,  nearly,  if  not  quite,  to  the  banks 
of  the  Potomac  river. 

The  diabase  is  composed  chiefly  of  the  minerals  feldspar  (labra- 
dorite)  and  pyroxene  (augite)  with  olivene  and  magnetite.  The  rocks 
penetrated  have  been  at  times  considerably  metamorphosed  by  the 
molten  rock  which  was  forced  into  their  fissures,  generally  with  a 
hardening  of  the  beds  by  partial  solidification  and  recrystallization. 
The  diabase  decomposes  with  considerable  rapidity,  although  the  sur- 


MARYLAND    GEOLOGICAL    SURVEY  87 

face  is  generally  covered  with  large  boulders  of  undecayed  material, 
which  shows  characteristic  weathering. 

The  diabase  is  an  extremely  important  road-building  material  and 
has  been  used  in  the  states  to  the  north  of  Maryland  much  more 
extensively  than  any  other  of  the  trap  rocks.  This  is  perhaps  to  be 
accounted  for  from  the  much  wider  distribution  of  the  diabase, 
although  the  readiness  with  which  the  rock  can  be  worked  makes  it 
peculiarly  valuable  as  a  road-metal.  It  is  generally  hard,  with 
excellent  wearing  and  cementing  qualities,  and  is  to  be  highly  rec- 
ommended. 

The  Granitic  and  Quartzitic  Rocks. 

The  granitic  and  quartzitic  rocks  are  in  the  main  of  less  value  as 
road-materials  than  the  trap-rocks,  although  some  of  the  varieties  are  of 
importance  in  this  respect.  These  rocks  cover  much  larger  areas  than 
the  trap  rocks,  and  are  generally  more  readily  available  for  road-con- 
struction. They  are  found  widely  distributed  in  all  the  seven  counties 
of  the  Piedmont  belt  and  have  been  extensively  quarried  at  various 
^points  as  building  material,  so  that  much  refuse  is  available  for  high- 
way purposes. 

GNEISS. — The  prevailing  rock  of  the  Piedmont  Plateau  is  the 
gneiss.  It  enters  the  state  from  the  north  in  a  very  wide  band,  com- 
pletely surrounding  the  Delta-Peach  Bottom  slate  area,  but  its 
breadth  rapidly  contracts  toward  the  Potomac.  The  remarkably 
irregular  form  of  the  marble  areas  which  are  intercalated  in  the  gneiss 
complex  shows  how  intricate  the  stratigraphy  of  the  latter  really  is. 
Much  of  its  apparent  simplicity  is  due  to  the  obliteration  of  its  true 
bedding  through  secondary  foliation.  The  Maryland  gneiss  em- 
braces a  great  variety  of  types,  which  range  from  granitoid  aggregates 
of  feldspar  and  quartz  on  the  one  hand  to  nearly  pure  mica  or  horn- 
blende schist  on  the  other.  All  of  these  "show  considerable  structural 
variation  in  the  coarseness  of  their  grain,  the  perfection  of  their 
parallel  arrangement,  etc.  The  gneiss  is  sometimes  quite  constant  or 
homogeneous  for  considerable  distances,  but  more  usually  it  consists 
of  differently  constituted  layers. 

The  gneiss  everywhere  shows,  in  spite  of  a  frequent  persistence  of 


88  THE   RELATIONS    OF    MARYLAND    TOPOGRAPHY,    ETC. 

strike  and  dip,  that  it  has  been  subjected  to  intense  and  repeated 
dynamic  action.  This  is  apparent  in  the  larger  features  of  its  struc- 
ture, and  in  its  generally  crumpled,  gnarled  and  twisted  character, 
and  in  the  profound  metamorphism,  amounting  to  almost  complete 
recrystallization,  which  has  gone  on  within  it.  No  certain  traces  of 
clastic  origin  have  ever  been  detected  in  the  Maryland  gneiss,  although 
its  sedimentary  character  may  be  inferred  from  its  rapid  alternation 
of  beds  of  different  composition  and  from  the  nature  of  other  rocks 
intercalated  in  it  like  marble  and  quartz-schist. 

The  color  of  the  more  massive  gneisses  varies  from  white  to  a  dark 
gray  or  blue.  The  more  micaceous  and  hornblendic  varieties  are  dark 
brown  or  green.  The  mineral  composition  and  structure  are  quite 
normal  for  gneisses  elsewhere  developed.  Superficial  exposures  of  the 
gneiss  are  very  rarely  fresh.  This  widespread  decay  extends  also 
for  a  considerable  distance  below  the  surface,  at  least  in  an  incipient 
form,  as  may  be  seen  from  the  very  rapid  disintegration  in  road  and 
railroad  cuttings  of  rock  that  is  sufficiently  hard  to  require  blasting. 

The  gneisses  in  their  less  quartzose  varieties  when  not  micaceous 
afford  very  fair  road-building  materials,  although  the  frequently  large 
percentage  of  quartz  renders  their  cementing  qualities  generally  in- 
ferior. They  have  not  the  resistance  to  wear  possessed  by  the  trap 
rocks,  and,  in  general,  must  be  regarded  as  of  inferior  quality  to  the 
latter.  The  wide  distribution  of  the  gneiss  renders  it  locally  avail- 
able over  a  large  area,  and  it  can  thus  be  used  at  times  to  advantage 
where  the  expense  of  transportation  would  debar  the  road-builder 
from  employing  the  higher  grades  of  rock. 

GRANITE. — The  granites  of  the  Piedmont  Plateau  are  eruptive 
rocks  that  intrude  the  gneiss  complex  in  very  much  the  same  way  as 
the  trap  rocks,  and  are  among  the  most  important  materials  from  an 
economic  standpoint  in  the  state.  They  belong  for  the  most  part 
to  a  type  known  as  granitite,  and  are  generally  of  medium  grain  and 
of  remarkably  compact  and  homogeneous  texture.  They  sometimes 
carry  a  considerable  quantity  of  muscovite  (Guilford),  and  are  no- 
ticeable for  the  large  and  constant  proportion  of  allanite  which  they 
contain,  this  latter  mineral  being  frequently  surrounded  by  a  parallel 
growth  of  isomorphous  epidote. 


MARYLAND  GEOLOGICAL  SURVEY. 


VOLUME  III,  PLATE  IX. 


FIG.  1.— GRANITE,    CECIL   COUNTY. 


The  Frledenwald  Co. 

FlO.  2.— SANDSTONE,    MONTGOMERY   COUNTY. 
PHOTOMICROGRAPHS  OF  ROCK  SECTIONS. 


MARYLAND    GEOLOGICAL   SURVEY  89 

Variations  in  the  structure  of  the  granites  are  due  to  the  develop- 
ment of  poryphyritic  crystals,  as  at  Ellicott  City  and  along  the 
road  from  Meredith's  Bridge  on  the  Gunpowder  river  to  Cockeysville. 
Other  structural  facies  are  due  to  secondary  features,  like  foliation, 
produced  by  dynamic  agencies. 

The  granites  are  probably  partly  younger  and  probably  partly  older 
than  the  other  eruptive  types,  and  are  not  connected  with  them,  as  those 
with  each  other,  by  intermediate  facies.  They  represent  entirely  dis- 
tinct epochs  of  eruptive  activity.  The  evidence  of  their  eruptive 
origin  is  most  satisfactory  and  conclusive.  They  form  intrusive 
bosses  with  diverging  dikes  and  apophyses;  they  produce  disturbance 
and  crumpling  in  the  rocks  through  which  they  break;  they  enclose 
fragments  of  the  older  rocks — gneiss,  marble,  quartz-schist,  gabbro  and 
pyroxenite — and  finally  they  produce  all  the  well-known  phenomena 
of  contact-metamorphism,  both  in  these  fragments  and  in  the  rocks 
which  adjoin  them. 

The  granites  are  extensively  quarried  for  building  and  paving  stones 
at  Port  Deposit,  Woodstock.  Granite,  Ellicott  City,  and  Guilford, 
where  great  masses  of  granite  occur. 

The  gneiss  of  the  Baltimore  region  is  penetrated  with  a  great 
abundance  of  dikes,  veins,  and  eyes  of  the  coarse-grained  granite, 
known  as  pegmatite,  which  is  locally  known  under  the  name  of  flint. 
Within  the  eastern  plateau  region  the  pegmatite  appears  to  have  been 
produced  in  two  ways,  at  least  we  seem  compelled  by  direct  evidence  to 
assume  that  certain  occurrences  of  it  are  true  eruptive  dikes  genetically 
related  to  the  normal  granite  already  described;  while  for  other  occur- 
rences an  aqueous  origin  by  segregation  appears  more  probable, 
although  the  proof  is  not  as  good  as  in  the  former  cases. 

The  granites  are  very  similar  to  the  gneisses  in  many  respects, 
although  differing  from  them  more  or  less  widely  in  texture  and 
mineralogical  composition.  As  road-material  they  are  very  similar  to 
the  gneisses  and  possess  much  the  same  wearing  and  cementing  quali- 
ties. They  will  also  be  found  like  them  of  value  locally  for  road- 
building  purposes,  but  are  not  to  be  compared  as  regards  their 
durability  to  the  trap  rocks. 


90  THE    RELATIONS    OF    MARYLAND    TOPOGRAPHY,    ETC. 

QUARTZ-SCHIST. — This  type  forms  but  a  small  portion  of  the  rocks 
of  probable  sedimentary  origin  included  within  the  eastern  division 
of  the  Piedmont  Plateau.  It  is  more  interesting  from  its  influence 
on  the  topography,  since  it  causes  the  low  ridge  extending  along  the 
south  side  of  Green  Spring  and  Mine  Branch  valleys  known  as  Setter's 
Eidge,  than  it  is  from  its  areal  extent  or  even  its  mineralogical  com- 
position. The  quartz-schist  rarely  attains  any  considerable  thickness, 
but  instead  seems  to  be  closely  related  to  the  underlying  gneiss  into 
which  it  grades  by  imperceptible  transitions.  Between  the  schist  and 
the  marbles  there  is  a  sharp  break,  and  it  has  been  considered  probable 
that  this  formation  is  in  some  way  the  result  of  fumerole  action  in  the 
gneiss.  This  conclusion  is  borne  out  by  the  mineralogical  composi- 
tion. The  most  abundant  constituent  is  quartz,  which  occurs  divided 
into  fine  beds  of  varying  thickness  by  parallel  layers  of  muscovite. 
In  the  micaceous  layers  are  numerous  broken  crystals  of  tourmaline, 
whose  fragments  are  separated  along  a  single  line  as  though  they  had 
been  compressed  and  pulled  apart  by  some  earth  movement. 

The  quartz-schist  occupies  so  small  an  area  in  the  Piedmont  Plateau 
as  to  deserve  little  consideration  from  the  standpoint  of  a  road-metal. 
It  may  be  used  to  some  advantage  locally  in  Baltimore  county,  but 
its  large  percentage  of  quartz  renders  both  its  wearing  and  cementing 
qualities  inferior. 

QUARTZITE. — Isolated  areas  of  quartzitic  sandstones  are  found  devel- 
oped along  the  eastern  side  of  the  Monocacy  Valley  in  Frederick 
county,  and  single  outliers  also  occur  farther  to  the  east  in  the  valley 
of  Deer  creek  in  Harford  county.  The  most  extensive  and  charac- 
teristic deposit  of  this  material  in  the  Piedmont  Plateau  is  found  in 
Sugar  Loaf  Mountain  near  the  boundary  of  Montgomery  county. 
Here  the  sandstone  is  very  homogeneous,  fine-grained  and  compact, 
and  is  very  light,  frequently  white  in  color.  The  massive  sandstone 
strata  of  Sugar  Loaf  Mountain  form  a  series  of  anticlines  overturned 
toward  the  west.  The  formation  continues  toward  the  north  in  a  few 
insignificant  sandstone  patches,  while  toward  the  south  it  soon  dis- 
appears beneath  the  phyllite  series.  The  Sugar  Loaf  sandstones  pass 
on  their  eastern  side  upward  by  a  gradual  transition  into  the  overlying 
deposits,  which  in  their  unaltered  portion  are  somewhat  shaly. 


MARYLAND    GEOLOGICAL    SURVEY  91 

The  quartzite  is  used  locally  with  some  success  as  a  road-metal,  but 
its  cementing  qualities  are  poor.  It  is  inferior  in  several  respects  to 
the  better  grades  of  granitic  rocks  above  referred  to.  It  breaks  down 
under  constant  and  heavy  wear  to  an  incoherent  sand  and  it  does  not 
possess  any  proper  cementing  medium. 

TRIASSIC  SANDSTONES. — The  red  sandstones  of  Triassic  age,  known 
as  the  Newark  formation,  are  much  younger  than  the  other  members 
of  the  granitic  and  quartzitic  series.  They  occupy  a  considerable 
area  along  the  border  of  the  Piedmont  Plateau,  beginning  as  a  belt 
some  ten  miles  in  width  in  northern  Carroll  and  Frederick  counties. 
The  formation  gradually  narrows  toward  the  south,  until  in  the  region 
of  Frederick  its  full  width  does  not  exceed  one  mile,  while  at  one 
point  directly  to  the  west  of  Frederick  the  continuity  of  the  beds  is 
completely  broken.  Farther  southward  in  western  Montgomery 
county  the  belt  of  Newark  deposits  again  broadens  to  a  width  of  sev- 
eral miles. 

The  rocks  of  the  Newark  formation  consist  chiefly  of  red  and  gray 
sandstones  and  conglomerates  of  both  siliceous  and  calcareous  varie- 
ties. The  finer-grained  and  deeper-colored  deposits  generally  have 
their  individual  elements  united  by  a  ferruginous  cement,  while  the 
calcareous  conglomerate,  which  is  largely  made  up  of  rounded  lime- 
stone pebbles,  is  generally  imbedded  in  a  reddish  calcareous  matrix. 
All  of  the  deposits  present  structures  which  indicate  that  they  were 
formed  in  shallow  water;  the  coarse  conglomerates,  the  ripple-marked 
surfaces,  and  the  tracks  of  animals  all  point  indisputably  to  this  con- 
clusion. 

The  more  ferruginous  varieties  of  the  Newark  deposits  afford  good 
road-building  material,  the  iron  constituent  acting  as  a  valuable 
cementing  medium.  The  large  percentage  of  calcareous  materials  in 
the  conglomerates  renders  them  less  enduring  than  the  trap  rocks,  but 
still  they  may  be  employed  to  advantage  locally.  They  are  among 
the  most  valuable  of  the  road-metals  in  this  series  of  rocks,  with  the 
possible  exception  of  some  of  the  better  grades  of  gneiss  and  granite. 

The  Calcareous  Rocks. 

The  calcareous  rocks  of  the  Piedmont  Plateau,  which  include  the 
marbles  and  crystalline  limestones,  are  used  to  some  extent  as  road- 


92  THE    RELATIONS    OF    MARYLAND    TOPOGRAPHY,    ETC. 

materials,  but  in  proportion  as  they  become  highly  crystalline  they 
lack  those  wearing  and  cementing  qualities  which  are  essential  in  a 
good  natural  road-building  material.  They  are  found  covering  con- 
siderable areas  both  in  the  eastern  and  western  divisions  of  the  Pied- 
mont Plateau. 

MARBLE. — The  marble  deposits  of  the  Piedmont  Plateau  possess 
much  of  topographical  and  geological  interest.  There  are  few  areas 
in  Maryland  where  the  dependence  of  topography  upon  the  character 
of  the  underlying  rocks  is  better  shown  than  in  the  contrast  between 
the  flat  valleys  in  the  marble  and  abrupt  ridges  of  adjacent  gneisses 
and  quartz-schists.  Geologically  the  marbles  are  the  youngest  of  the 
series,  but  their  relations  are  greatly  obscured  by  structural  com- 
plexity. 

The  marbles,  which  are  confined  to  the  eastern  division  of  the 
Piedmont  Plateau,  differ  in  texture  and  composition  from  the  finer 
and  more  compact  crystalline  limestones  of  the  western  division.  In 
the  latter  the  impurities  are  in  the  form  of  thin,  argillaceous  bands, 
while  in  the  former  they  are  represented  by  layers  of  accessory  min- 
erals, including  tremolite,  white  pyroxene,  green  muscovite,  brown 
and  black  tourmaline,  scapolite,  quartz,  pyrite  and  rutile,  which  cor- 
respond more  or  less  closely  with  the  original  bedding  planes.  The 
marbles  are  often  dolomites,  frequently  showing  over  40  per  cent  of 
magnesium  carbonate.  The  Baltimore  county  marbles  are  extensively 
quarried,  either  for  burning  or  for  use  as  a  flux,  or  as  a  building  stone 
(magnesian). 

The  marble  refuse  from  the  various  quarries  is  at  times  employed 
upon  the  highways,  but  is  much  inferior  to  the  trap  rocks  and  the 
better  varieties  of  the  granitic  and  quartzitic  rocks.  Its  texture  is 
much  too  coarsely  crystalline  to  form  a  permanent  roadway. 

CRYSTALLINE  LIMESTONE. — The  crystalline  limestone  is  confined  to 
the  western  portion  of  the  Piedmont  Plateau  and  is  mainly  developed 
in  Carroll  and  adjacent  parts  of  Frederick  counties.  It  is  found  in 
long  narrow  bands  infolded  in  the  phyllite  and  extends  in  a  general 
northeast-southwest  direction.  These  limestones  upon  examination 
are  found  to  be  highly  crystalline,  fine-grained  marbles,  which  be- 


MARYLAND    GEOLOGICAL    SURVEY  93 

come  more  and  more  contorted,  cleaved,  and  faulted  as  they  are  folded 
across  their  strike  toward  the  east. 

The  crystalline  limestones  are,  like  the  marble,  in  the  main  poorly 
adapted  for  highway  purposes,  although  they  have  been  used  to  a 
considerable  extent  locally  in  Carroll  county.  They  are  inferior  to 
most  of  the  rocks  previously  described  from  the  western  Piedmont 
district 

SHENANDOAH  LIMESTONE. — The  Frederick  valley  is  underlain  by  the 
limestones  of  the  Shenandoah  formation,  which  extend  from  north 
to  south  for  a  distance  of  twenty-five  miles  with  an  average  width  of 
about  four  miles.  The  limestone  is  blue  or  gray  in  color,  with  locally 
developed  siliceous  beds  that  resist  the  ordinary  processes  of  decay 
much  more  than  the  purer  limestones.  These  more  highly  siliceous 
beds  afford  excellent  road-material  on  account  of  their  resistance  to 
wear.  All  of  the  limestones  present  excellent  cementing  qualities, 
and  both  in  their  harder  and  softer  beds  have  been  extensively  used  in 
road-construction.  They  frequently  present  a  very  dusty  surface  and 
in  this  respect  they  are  inferior  to  the  trap  rocks  above  described,  but 
in  several  features  are  superior  to  the  other  rocks  of  the  district  in 
which  they  occur. 

TRIASSIC  CONGLOMERATE. — The  Triassic  conglomerate,  previously 
referred  to  in  discussing  the  red  sandstones,  is  largely  made  up  of 
rounded  limestone  pebbles  imbedded  in  a  reddish  calcareous  matrix. 
These  calcareous  rocks  are  much  less  highly  crystalline  than  the  other 
calcareous  beds  and  are  therefore  much  better  adapted  for  road-build- 
ing purposes.  They  have  not  been  largely  used  thus  far,  but  the  tests 
show  that  they  contain  much  better  cementing  and  wearing  qualities 
than  the  marbles  and  crystalline  limestones. 

The  Slate  Rocks. 

The  slate  rocks  cover  a  considerable  area  in  the  northern  and 
western  portions  of  the  Piedmont  Plateau,  but  are  poorly  adapted 
for  road-building  purposes. 

PHYLLITE. — The  slaty  and  shaly  rocks  which  compose  much  of  the 
areas  above  described  are  indicated  upon  the  map  under  the  geo- 
logical term  of  phyllite,  although  quite  a  variety  of  deposits  varying 


94  THE    RELATIONS    OF    MARYLAND    TOPOGRAPHY,    ETC. 

all  the  way  from  slightly  altered  shales  to  well-defined  schists  is 
found.  They  are  in  the  main  highly  argillaceous,  although  in  places 
arenaceous,  and  apparently  grade  over  into  the  quartzitic  series  earlier 
described.  They  are  closely  folded  toward  the  east  and  the  meta- 
morphism  of  the  beds,  attendant  upon  the  increasing  disturbance  to 
which  they  have  been  subjected,  is  so  great  that  it  is  not  always  easy 
to  distinguish  the  line  of  contact  between  them  and  the  underlying 
and  more  ancient  crystallines  of  the  eastern  Piedmont  region. 

The  phyllites,  from  their  argillaceous  character,  easily  break  down 
when  subjected  to  wear,  producing  clayey  materials,  and  are  thus 
ill-adapted  for  highway  purposes. 

THE    APPALACHIAN    REGION. 

The  rocks  of  the  Appalachian  Region  are  not  in  general  as  well 
adapted  to  highway-construction  as  those  of  the  Piedmont  Plateau, 
although  some  of  the  limestones  afford  road-metals  of  more  than 
ordinary  value.  The  geological  structure  of  the  district  is  such, 
however,  that  the  same  deposits  are  frequently  repeated  so  that  the 
limestone  formations  are  well  distributed  throughout  the  area.  The 
sandstones  and  shales  are  much  less  valuable  for  highway  purposes, 
although  the  more  compact,  quartzose  rocks  have  been  frequently 
employed.  The  igneous  rocks,  which  are  limited  to  the  eastern  divi- 
sion of  the  Appalachian  Eegion,  locally  afford  materials  of  value,  but 
they  have  not  been  employed  to  any  large  extent  upon  the  highways 
of  the  Blue  Ridge  district.  The  rocks  of  this  area  differ  so  widely 
from  those  of  the  central  and  western  portions  of  the  Appalachian 
Region  that  they  will  be  independently  considered. 

THE  EASTERN   APPALACHIAN  OR  BLUE   RIDGE  DISTRICT. 

The  rocks  of  the  Blue  Ridge  district  may  be  considered  under  two 
different  heads:  first,  the  volcanic  rocks,  which  include  acid  and  basic 
volcanics  with  their  metamorphosed  products;  and  second,  the  quartz- 
itic and  granitic  rocks,  which  include  the  Cambrian  quartzite  and  the 
granite. 

The  Volcanic  Rocks. 

The  volcanic  rocks  of  the  Blue  Ridge  area  are  generally  classified 
AS  acid  and  basic  volcanics,  although  both  of  these  rocks  are  fre- 


MABYLAND    GEOLOGICAL    SURVEY  95 

quently  much  altered  as  the  result  of  dynamic  forces.  The  acid 
volcanics  occupy  an  irregular  area  north  and  northeast  of  Middletown 
between  the  Blue  Ridge  and  Catoctin  mountains  and  extend  nearly 
to  the  state  line,  while  to  the  northwest  of  this  main  body  are  a  few 
outlying  masses.  These  rocks  are  close-grained  mixtures  of  quartz 
and  feldspar,  which  often  show  characteristic  flow  and  other  struc- 
tures of  lava,  which  at  times  are  partly  destroyed  as  the  result  of 
devitrification.  These  rocks  have  not  been  used  to  any  extent  as  road- 
metals,  and  the  high  proportion  of  silica  may  render  them  unavailable 
for  that  purpose. 

The  basic  volcanics  occupy  a  much  larger  area  in  the  Blue  Ridge 
district  than  the  acid  volcanics,  extending  all  the  way  from  the  Penn- 
sylvania line  to  the  Potomac  river,  although  they  are  largely  crowded 
out  to  the  south  by  the  numerous  intrusions  of  granites.  The  orig- 
inal rock  possesses  the  characteristics  of  a  diabase,  which  has,  however, 
lost  everywhere  in  Maryland  most  of  its  characteristic  features  through 
metamorphism,  which  has  developed  a  marked  schistosity.  The  pres- 
ence of  amygdaloidal  structure  and  textural  variation,  combined  with 
the  characters  of  the  field  relations,  shows  that  these  rocks  were  orig- 
inally formed  in  the  same  manner  as  modern  lavas  which  cooled  slowly 
near  the  surface  under  conditions  of  low  pressure.  The  fresh  ex- 
posures of  this  rock  are  light  bluish-green  in  color,  and  are  usually 
covered  with  the  schistose  dull  gray  or  yellow  slabs  which  arise  from 
weathering  or  by  masses  of  quartz  and  epidote  which  lie  scattered 
over  the  surface  after  the  rest  of  the  material  has  been  removed. 
The  rock  is  generally  known  under  the  name  of  Catoctin  schist.  It 
is  much  better  adapted  for  highway"  purposes  than  the  acid  volcanics, 
since  it  contains  a  much  larger  percentage  of  iron  which  acts  as  a 
cementing  medium.  It  has  been  used  to  some  extent  for  the  con- 
struction of  highways  in  the  northern  portion  of  the  area  near  the 
Pennsylvania  line,  and  could  be  employed  to  advantage  more  widely 
as  a  road-metal. 

The  Quartzitic  and  Granitic  Rocks. 

The  quartzitic  and  granitic  rocks  consist  of  quartzites  and  granites, 
the  former  constituting  the  crests  of  the  Catoctin,  Blue  Ridge,  and 


96  THE    RELATIONS    OF    MARYLAND    TOPOGRAPHY,    ETC. 

Elk  Kidge  mountains,  while  the  latter  is  chiefly  confined  to  the  cen- 
tral and  lower  portions  of  the  Middletown  Valley,  occupying  the 
region  between  the  Blue  Kidge  and  Elk  Kidge  ranges. 

The  quartzite  is  generally  a  fine,  pure  sandstone  mainly  composed 
of  quartz  grains  which  are  well  worn  and  washed  quite  clean  of  argil- 
laceous materials.  At  times  it  contains  a  small  percentage  of  car- 
bonate of  lime  and  at  other  times  grades  over  into  the  sandy  shales 
which  compose  the  other  members  of  the  Cambrian  series.  The 
quartzites  have  been  subjected  to  but  little  metamorphism,  as  the 
quartz  particles  which  compose  the  deposits  do  not  afford  materials 
which  admit  of  much  alteration.  Slight  schistosity  is  evident  in  the 
southern  part  of  the  Catoctin  Mountain.  The  quartzite,  although 
locally  used  for  road-purposes,  is  poorly  adapted  to  that  purpose,  as 
the  rock,  after  it  is  broken  down  under  constant  wear,  does  not 
possess  sufficient  cementing  power  to  make  it  a  valuable  road-metal. 
It  withstands  the  natural  wear  fairly  well,  but  its  other  qualities  are 
poor. 

The  granite  of  this  area  is  found  cutting  the  volcanic  rocks  above- 
described,  and  occurs  as  a  series  of  long,  narrow  belts  varying  in  width 
from  a  yard  to  six  miles.  It  comprises  a  considerable  area  between 
the  Catoctin  and  Blue  Ridge  mountains  along  the  line  of  Catoctin 
Creek.  The  granite  shows  only  a  moderate  amount  of  mica  and  is 
frequently  garnet-  or  epidote-bearing,  the  garnet-bearing  type  being 
well  exposed  along  the  Potomac  a  mile  to  two  miles  east  of  Harper's 
Ferry.  Here,  as  in  the  rest  of  the  area,  the  granite  shows  marked  evi- 
dence of  dynamic  alteration.  The  feldspars  have  been  deformed  and 
altered,  first  along  the  cracks,  anfl  then  finally  entirely  into  lenticles 
of  quartz,  muscovite,  and  chlorite.  This  final  stage  appears  to  be  like 
a  siliceous  slate  or  schist,  and  is  barely  distinguishable  from  the  end- 
products  of  similar  metamorphism  in  the  sedimentary  rocks.  The 
granite  is  fairly  well  adapted  for  road-purposes,  but  is  inferior  to 
many  of  the  better  grades  of  the  same  rock  found  in  the  Piedmont  belt. 

THE  CENTRAL  AND  WESTERN  APPALACHIAN  DISTRICT. 

The  rocks  of  the  central  and  western  portions  of  the  Appalachian 
Region  differ  materially  from  those  of  the  Blue  Ridge  area  and  are 


MARYLAND  GEOLOGICAL  SURVEY. 


VOLUME   III,   PLATE  X. 


FIG.  1.— MARBLE,   BALTIMORE  COUNTY. 


The  Frledenwald  Co. 

FIG.  2.— LIMESTON7E,    WASHINGTON    COUNTY. 

PHOTOMICROGRAPHS  OF  ROCK  SECTIONS. 


MARYLAND    GEOLOGICAL   SURVEY  97 

confined  exclusively  to  sedimentary  rocks  which,  in  general,  have 
been  but  slightly  changed  from  their  original  characters.  They  com- 
pose a  series  of  alternating  arenaceous,  argillaceous,  and  calcareous 
deposits  with  interbedded  seams  of  coal  in  the  later  formations.  The 
rocks  of  this  district  may  be  divided  into  the  limestones,  the  sand- 
stones, and  the  shales,  the  first  constituting  the  most  valuable  material 
for  road-construction. 

The  Limestones. 

The  limestones  are  most  prominently  developed  in  the  central  por- 
tion of  the  Appalachian  Kegion  and  form  the  floor  of  the  Great  Valley, 
extending  as  a  broad  belt  from  northeast  to  southwest  from  the  Penn- 
sylvania line  to  the  Potomac  river.  The  limestones  are  also  found 
as  narrower  belts  trending  from  northeast  to  southwest  throughout 
both  the  district  of  the  Alleghany  Ridges  and  the  Alleghany  Plateau. 
These  limestones  are  found  at  several  different  geological  horizons 
from  the  Cambrian  to  the  Carboniferous,  and  possess  varying  values 
for  the  purposes  of  highway-construction.  The  most  important  lime- 
stones are  known  as  the  Shenandoah,  Niagara,  Salina,  Helderberg, 
and  Greenbrier,  although  calcareous  strata  are  found  at  several  other 
horizons. 

SHENANDOAH  LIMESTONE. — The  Shenandoah  formation  forms  the 
floor  of  a  greater  part  of  the  Great  Valley  and  is  composed  of  a  series 
of  blue  and  gray  limestones  and  dolomites  in  which  locally  sandy  shales 
and  slates  are  interbedded.  At  a  few  places  in  eastern  and  south- 
eastern Washington  county,  beds  of  pure  fine-grained  white  marble 
are  also  found.  In  general,  however,  the  limestone  deposits  have  been 
comparatively  little  altered,  although  the  more  shaly  deposits  show  a 
more  or  less  clearly  defined  schistosity.  The  decay  of  the  limestone 
through  solution  has  left  an  insoluble  residuum  of  red  clay  through 
which  protrude  at  times  beds  of  the  harder  materials. 

The  Shenandoah  limestone  has  been  extensively  used  for  road- 
building  purposes  through  the  Valley,  and  some  of  the  best  roads  in 
the  state  are  found  in  this  locality.  The  less  metamorphosed  forms  of 
this  limestone  possess  most  excellent  cementing  qualities,  but,  in  gen- 
eral, its  resistance  to  wear  is  poor.  Some  of  the  more  compact  and 


98  THE    RELATIONS    OF    MARYLAND    TOPOGRAPHY,    ETC. 

highly  siliceous  varieties  of  the  limestone  afford  high-wearing  tests, 
as  indicated  in  the  subsequent  chapters  of  this  volume.  The  more 
common  characteristics  of  rapid  wearing  have  produced  in  much- 
traveled  roads  a  surface  of  dust  that  becomes  often  intolerable  during 
dry  and  windy  periods.  On  the  whole,  the  Shenandoah  limestone  is 
to  be  highly  commended  for  the  Valley  highways  where  the  heaviest 
traffic  is  not  present. 

NIAGARA  LIMESTONE. — The  Niagara  limestone  is  repeated  at  several 
points  in  western  Washington  and  Allegany  counties,  as  the  result 
of  the  denudation  of  the  tops  of  the  great  anticlinal  folds  that  are 
found  in  the  Alleghany  Kidges.  Extensive  occurrences  of  this  rock 
are  found  along  the  Potomac  to  the  west  of  Hancock  and  Cumberland 
and  along  the  North  Branch  of  that  stream  above  the  latter  place. 
The  rock  consists  of  a  compact  blue  limestone  with  interbedded  shales. 
It  has  been  used  to  some  extent  locally  for  highway  purposes  and 
affords  good  cementing  qualities,  although  its  wearing  tests  are  not 
high. 

SALINA  LIMESTONE. — The  Salina  limestone  is  found  throughout  the 
same  districts  as  the  Niagara  and  is  most  accessible  in  the  vicinity  of 
Hancock  and  Cumberland.  The  rock  is  a  magnesian  limestone  and 
has  been  extensively  worked  in  the  manufacture  of  cement  products. 
It  has  been  used  to  some  extent  as  a  road-metal  and  has  the  same 
advantages  and  disadvantages  as  the  other  Paleozoic  limestones. 

HELDERBERG  LIMESTONE. — The  Helderberg  limestone  is  also  devel- 
oped in  the  folds  of  the  Alleghany  Kidges  between  the  Great  Valley 
and  the  Alleghany  Front,  and  like  the  Niagara  and  Salina,  has  been 
worked  to  some  extent  locally  for  highway-construction.  It  is  a 
closely  compacted  blue  limestone  that  presents  the  same  general 
cementing  and  wearing  qualities  as  the  rocks  above-mentioned. 

GREENBRIER  LIMESTONE. — The  Greenbrier  limestone  is  confined  to 
western  Allegany  and  Garrett  counties,  outcropping  along  the  folds 
that  extend  across  the  state  from  northeast  to  southwest.  The  Green- 
brier  limestone,  especially  in  the  upper  portion  of  the  formation,  is  of 
compact  structure  and  gray  in  color.  Toward  the  base  it  is  inter- 
bedded  with  shales.  Its  frequently  arenaceous  character  gives  it 


MARYLAND    GEOLOGICAL    SURVEY  9<> 

rather  high-wearing  test,  and  its  cementing  qualities  are  also  good. 
It  could  be  made  an  important  source  of  road-material  for  the 
extreme  western  portion  of  the  state,  but  has  not  been  employed  to 
any  great  extent. 

Thin  beds  of  limestone  and  calcareous  shales  are  found  scattered 
throughout  many  of  the  other  formations,  particularly  in  the  middle 
and  upper  Devonian  and  Carboniferous  formations,  although  seldom 
affording  large  deposits  of  limestone.  They  may  be  often  made 
locally  available  for  highway  purposes. 

The  Sandstones. 

The  sandstones  of  the  central  and  western  portions  of  the  Appa- 
lachian Region  are  found  at  several  horizons  and  present  very  varied 
characters.  Some  of  them  have  become  so  thoroughly  changed  from 
their  original  character  as  to  become  almost,  if  not  quite,  quartzitic, 
while  others  are  still  but  slightly  consolidated  and  have  practically  no 
value  for  highway-construction,  as  they  rapidly  break  down  into  inco- 
herent sand.  The  most  important  sandstones  are  in  the  Juniata,  Tus- 
carora,  Oriskany,  Pocono,  and  Pottsville  formations. 

JUNIATA  SANDSTONE. — The  Juniata  sandstone  is  limited  exclusively 
in  Maryland  to  an  area  in  western  Allegany  county  in  the  vicinity 
of  Cumberland,  and  is  best  developed  at  the  base  of  Wills  Mountain. 
The  highly  ferruginous  sandstones  which  compose  this  formation 
present,  in  their  more  indurated  layers,  materials  that  have  some  value 
for  highway  purposes,  but  of  distinctly  secondary  value  to  the  lime- 
stone of  the  same  district. 

TUSCARORA  SANDSTONE. — The  Tuscarora  sandstone  upon  the  east 
enters  into  the  formation  of  North  Mountain,  the  most  eastern  ridge 
of  the  central  Appalachians,  and  upon  the  west  forms  Wills  Moun- 
tain, just  to  the  west  of  Cumberland,  and  also  occurs  at  several  points 
in  the  intervening  country.  The  rock  is  hard  and  massive,  generally 
white  or  gray  in  color  and  consists  for  the  most  part  of  coarse  quartz 
grains  that  have  been  so  finely  cemented  as  to  produce  a  quartzitic 
aspect.  Like  the  quartzites  of  the  Piedmont  Plateau  and  Blue  Ridge 
districts,  the  Tuscarora  sandstone  has  very  good  wearing  qualities, 
but  has  little  to  recommend  it  from  a  cementing  standpoint.  It  is 


100  THE    RELATIONS    OF    MARYLAND    TOPOGRAPHY,    ETC. 

used  more  or  less  locally  upon  the  highways,  but  it  is  distinctly  inferior 
to  the  better  grades  of  limestone  of  the  same  area. 

ORISKANY  SANDSTONE. — The  Oriskany  sandstone  is  confined,  like 
the  sandstone  above  described,  to  the  central  division  of  the  Appa- 
lachian Region  in  western  "Washington  and  Allegany  counties.  It 
is  typically  a  rather  coarse-grained,  somewhat  friable  rock,  white  or 
yellow  in  color.  At  times  the  coarser  material  passes  over  into  a 
clearly  defined  conglomerate,  while  at  other  times,  especially  in  the 
western  portion  of  the  area,  the  materials  are  fine-grained  with  here 
and  there  interstratified  layers  of  coarser  materials.  The  frequently 
soft  nature  of  the  rock,  particularly  in  its  surface  exposures,  renders 
it  poor  for  highway  purposes  and  it  is  not  recommended. 

POCONO  SANDSTONE. — The  Pocono  sandstone  occurs  in  a  series  of 
long,  narrow  belts  which  extend  from  northeast  to  southwest  in 
western  Allegany  and  Garrett  counties.  The  deposit  consists  mainly 
of  hard,  thin-bedded,  flaggy  sandstones  which  are  seldom  coarse- 
grained, although  in  a  few  instances  slightly  conglomeratic.  Locally 
the  Pocono  sandstone  has  been  used  to  some  extent  as  a  road-metal. 

POTTSVTLLE  CONGLOMERATE. — The  Pottsville  conglomerate,  as  the 
lowest  member  of  the  Coal  Measures,  forms  the  mountain  ridges  which 
border  the  coal  basins.  The  Pottsville  formation  consists  of  beds  of 
sandstone  and  conglomerates  interstratified  with  sandy  shales  in  which 
at  times  thin  beds  of  coal  are  locally  developed.  The  sandstones  and 
conglomerates  are  mainly  cemented  by  means  of  siliceous  materials. 
These  coarse  materials  are  also  frequently  cross-bedded  and  are  very 
irregular  in  both  their  extent  and  sequence.  The  Pottsville  conglom- 
erate and  sandstones  are  used  locally  for  road-purposes,  and  in  their 
more  indurated  varieties  have  moderate  wearing  qualities,  but,  like 
most  of  the  other  sandstones,  are  low  in  cementing  power. 

The  Shales. 

The  shales  are  found  widely  interstratified  with  the  limestone  and 
sandstone  formations  and  also  make  up  independently  the  greater 
portion  of  many  of  the  other  Paleozoic  formations  which  have  been 
described  in  earlier  volumes  of  the  Survey.  The  shales  are  poorly 
adapted  for  highway  purposes,  as  their  argillaceous  character  causes 


MARYLAND    GEOLOGICAL    SURVEY  101 

them  readily  to  break  down  into  clayey  materials  which,  upon  being 
wet,  quickly  change  into  soft  mud,  a  character  which  indicates  their 
origin.  Where  the  underlying  rock  is  loose  shale  it  becomes  necessary 
to  construct  the  road  of  the  harder  sandstone  or  limestone,  which  have 
been  already  described.  The  shales  are  oftentimes  locally  employed 
on  account  of  the  ease  with,  which  they  are  worked,  but  possess  no 
permanent  value,  since  any  highway  to  which  they  are  applied  be- 
comes nearly  impassable  in  wet  weather. 

THE    COASTAL    PLAIN. 

The  deposits  of  the  Coastal  Plain  differ  so  widely  from  those  which 
have  been  already  described  in  the  Piedmont  Plateau  and  the  Appa- 
lachian Region  that  we  must  look  for  the  natural  road-metals  among 
materials  of  a  very  different  character.  In  general,  the  deposits  of 
the  Coastal  Plain  are  unconsolidated  and  possess  but  little  natural 
cement  in  available  form.  Xotable  exceptions  are  found  to  this  gen- 
eral rule  in  the  more  highly  ferruginous  sands  and  gravels  and  in  the 
ledges  of  calcareous  marls.  These  various  deposits,  on  account  of 
their  local  availability,  may  be  advantageously  used  throughout  cer- 
tain sections  of  southern  and  eastern  Maryland. 

The  Gravels. 

The  deposits  of  gravel  are  found  at  several  geological  horizons  in 
southern  and  eastern  Maryland,  and  have  already  been  employed  to 
some  extent,  particularly  upon  the  roads  leading  to  Washington. 
Far  greater  use  can  be  made  of  these  gravels  than  has  been  attempted 
thus  far,  as  they  possess  very  valuable  wearing  and  cementing  quali- 
ties when  applied  to  highways  upon  which  there  is  only  moderate 
travel.  The  most  important  gravels  are  those  of  the  Potomac,  the 
Lafayette,  and  the  Columbia. 

POTOMAC  GRAVELS. — The  Potomac  gravels,  so-called,  are  found 
in  the  oldest  of  the  geological  formations  of  the  Coastal  Plain  and 
outcrop  along  its  western  margin.  They  are  generally  arkosic  and 
frequently  ferruginous  and  thus  compact  readily  when  applied  to 
the  highways.  Their  distribution,  however,  is  limited  to  small  areas 
in  Prince  George's,  Anne  Arundel,  Baltimore,  Harford,  and  Cecil 


102  THE    RELATIONS    OF    MARYLAND    TOPOGRAPHY,    ETC. 

counties.  Further  exploitation  of  this  material  will  undoubtedly 
result  in  its  larger  use  in  the  areas  named. 

LAFAYETTE  GRAVELS. — The  Lafayette  gravels,  which  are  of  much 
more  recent  date  than  the  Potomac  gravels,  are  among  the  most  im- 
portant and  widely  extended  road-building  materials  of  southern  and 
eastern  Maryland,  being  found  upon  the  high  levels  generally  to  the 
south  and  east  of  the  Potomac  deposits.  The  Lafayette  gravels  are 
more  or  less  arkosic  and  generally  highly  ferruginous.  They  readily 
cement  and  wear  well  upon  a  highway  where  there  is  moderate  travel. 
These  gravels  are  especially  well  developed  in  Prince  George's  and 
Charles  counties  where  considerable  use  has  already  been  made  of 
them  upon  the  roads  leading  to  Washington. 

COLUMBIA  GRAVELS. — The  Columbia  gravels  are  of  much  more 
recent  age  than  those  which  have  been  hitherto  described  and  are 
found  widely  extended  over  southern  Maryland  and  throughout  the 
northern  portion  of  the  Eastern  Shore.  These  gravels  are  frequently 
overlain  to  a  depth  of  many  feet  by  sands  and  loams  so  that  they  are 
not  readily  apparent,  although  their  presence  can  oe  easily  detected 
along  the  valley  lines  where  the  streams  have  cut  through  the  over- 
lying strata.  The  Columbia  gravels  are  very  variable  in  character, 
those  of  earlier  date  being  better  adapted  for  highway  purposes  than 
the  later  deposits.  These  older  beds  present,  in  their  somewhat 
arkosic  and  highly  ferruginous  characters,  a  marked  similarity  to  the 
Lafayette  gravels  and,  like  them,  afford  an  unusually  fine'  road-metal 
for  highways  where  there  is  moderate  travel.  These  materials  around 
the  head  of  Chesapeake  Bay  are  very  accessible  to  water  transportation 
and  will  doubtless  prove  in  the  future  of  much  value. 

Gravels  are  found  in  some  of  the  other  formations  of  the  Coastal 
Plain,  but  they  lack  the  important  cementing  characteristics  of  those 
which  have  been  described.  Very  widely  extended  gravels  of  late 
Columbia  age  are  found  over  great  areas  in  eastern  and  southern 
Maryland,  but  the  absence  of  a  ferruginous  cement  renders  them  of 
little  value  for  highway  purposes. 

The  Marls. 

The  marls  of  eastern  and  southern  Maryland  are  found  quite 
widely  distributed  in  formations  of  Upper  Cretaceous  and  Tertiary  age 


MARYLAND    GEOLOGICAL    SURVEY  103 

and  afford  bore  and  there  deposits  of  sufficient  moment  to  be  of  im- 
portance for  highway  purposes.  The  value  of  these  marls  is  depen- 
dent upon  the  presence  of  the  carbonate  of  lime  which  acts,  as  in 
the  case  of  the  limestones  earlier  described,  as  the  cementing  medium. 

CRETACEOUS  MARLS. — The  Cretaceous  marls  are  confined  exclu- 
sively to  northern  Kent  and  southern  Cecil  counties  in  the  vicinity  of 
the  Sassafras  river,  but  their  availability  for  highway-construction 
is  doubtful  on  account  of  the  relatively  low  percentage  of  carbonate 
of  lime  which  they  contain.  At  some  points  they  could  doubtless  be 
employed  to  advantage,  in  the  absence  of  better  materials. 

EOCENE  MARLS. — The  Eocene  marls  extend  across  Maryland  from 
northeast  to  southwest,  occurring  mainly  in  Kent,  Anne  Arundel, 
Prince  George's,  and  Charles  counties.  Their  most  calcareous  mem- 
bers are  found  in  Prince  George's  and  Charles  counties,  where  hard 
ledges  of  indurated  marl  are  frequently  exposed  along  the  valley 
lines.  These  hard  limestone  bands  could  be  worked  locally  to  advan- 
tage for  highway  purposes,  but  little  attempt  has  been  made  to 
utilize  them  hitherto.  They  present  all  the  essential  characteristics 
of  the  limestones  of  western  Maryland,  although  much  less  widely 
extended  and,  therefore,  less  available. 

NEOCENE  MARLS. — Neocene  marl  is  found  in  the  district  to  the 
south  of  that  of  the  Eocene  marl  and  is  mainly  confined  to  Queen 
Anne's,  Talbot,  and  Caroline  counties  of  the  Eastern  Shore,  and  Cal- 
vert  and  St.  Mary's  of  the  Western  Shore.  Thick  deposits  of  shell 
marl  characterize  several  horizons  in  the  Neocene,  but  the  beds  are 
seldom  indurated,  as  is  so  often  the  case  with  the  Eocene  marls. 
Exceptions  to  this,  however,  occur  in  a  portion  of  lower  St.  Mary's 
county,  but  more  frequently  the  shells  appear  loosely  compacted 
together  and  thus  could  be  readily  removed  by  pick  and  shovel  and 
applied  to  the  highways  of  the  vicinity.  This  application  of  shell 
marl  has  taken  place  to  some  extent  in  the  areas  in  which  it  occurs, 
but  is  far  from  universal. 

The  Sands  and  Clays. 

The  greater  portion  of  the  deposits  of  eastern  and  southern  Mary- 
land consists  of  interstratified  sands  and  clays,  which,  like  the  soft 


104  THE    RELATIONS    OF    MARYLAND    TOPOGRAPHY,    ETC. 

sandstones  and  shales  of  western  Maryland  and  the  phyllites  of  the 
Piedmont  Plateau,  are  poorly  adapted  for  the  purposes  of  highway- 
construction.  These  materials,  which  must  have  accumulated  as 
sandy  and  muddy  sediments  upon  the  bed  of  the  sea,  require  the  appli- 
cation of  the  harder  rocks  if  proper  highways  are  to  be  constructed. 
On  little-used  roads  a  suitable  mixture  of  sands  and  clays  may  often- 
times greatly  benefit  an  exclusively  sandy  or  clayey  highway,  but 
even  such  roads  are  of  little  value  in  the  winter  season,  nor  will  they 
suffice  for  localities  where  much  traffic  exists.  Too  often  in  Maryland 
the  highways,  whether  situated  upon  sand  or  clay  or  upon  the  surface 
portions  of  harder  rocks  which  have  become  thoroughly  weathered, 
are  abandoned  to  these  local  materials  and  the  resultant  "  dirt  roads  " 
become  impassable  for  many  months  of  the  year. 

MISCELLANEOUS    MATERIALS. 

Several  sources  of  road-building  materials  are  found  outside  of  the 
geological  formations  which  have  been  previously  described.  Among 
the  more  important  that  have  found  greater  or  less  use  in  Maryland  or 
elsewhere  may  be  mentioned  oyster-shells,  furnace-slag,  burnt  clay  and 
crude  petroleum. 

OYSTER-SHELLS. — The  vast  quantities  of  oysters  dredged  and 
tonged  annually  in  the  Chesapeake  Bay  and  its  tributaries  afford  an 
almost  inexhaustible  supply  of  oyster-shells,  many  of  which  become 
available  in  the  eastern  and  southern  portions  of  the  state  for  road- 
building  purposes.  They  are  very  readily  crushed  by  ordinary  traffic 
when  applied  to  the  highways,  and  quickly  become  cemented  to  form 
a  roadway  of  more  than  ordinary  value.  Such  a  highway  is  rapidly 
worn  out,  however,  as  the  oyster-shells  afford  a  low-wearing  test  and 
much  less  permanent -roads  result  than  those  which  are  constructed 
of  the  higher  grades  of  rock.  It  is  doubtful  whether  it  is  not  more 
economical  in  the  end  to  import  trap  rocks  or  high-grade  gravels  into 
those  sections  of  the  state  which  to-day  are  exclusively  employing 
oyster-shells.  The  wearing  surface  of  the  oyster-shell  road  becomes 
quickly  ground  to  powder,  which  produces  a  disagreeably  dusty  sur- 
face and  which  requires  the  constant  application  of  new  shells  to 
keep  from  rutting.  There  can  be  no  doubt,  however,  that  oyster- 


MARYLAND  GEOLOGICAL  SURVEY. 


VOLUME  III,  PLATE  XI. 


FIG.  1.— QUARTZITE,    FREDERICK    COUNTY. 


The  FrleilenwaM  Co. 
FIG.  2.— INDURATED    GRAVEL,    PRINCE   GEORGE'S   COUNTY. 

PHOTOMICROGRAPHS  OF  ROCK  SECTIONS. 


MARYLAND    GEOLOGICAL    SURVEY  105 

shells  afford  a  cheap  road-building  material  for  our  lower  counties 
where  more  expensive  roads  of  permanent  construction  are  not  sought 

FURNACE-SLAG. — Furnace-slag  has  been  found  to  be,  under  certain 
conditions,  a  highly  satisfactory  road-metal.  It  is  not  as  valuable  as 
the  trap  rocks,  although  its  cementing  qualities  are  excellent,  except 
in  the  case  of  some  of  the  materials  from  the  old  furnaces.  These 
old  slags  break  down  quickly  and  are  readily  ground  into  fine  dust 
and  for  these  reasons  are  of  little  value  in  road-construction. 

The  slag  from  the  present  iron-furnaces,  on  account  of  the  large 
amount  of  lime  contained  in  it,  is  very  valuable  as  a  highway  mate- 
rial. It  compacts  easily  when  rolled  and  forms  an  even,  smooth  sur- 
face ;  while  the  fine  particles  unite  as  a  hard  cement  that  grows  firmer 
with  time.  The  iron  furnaces  at  Sparrow's  Point  afford  material  of 
this  character  that  has  already  been  demonstrated  to  be  a  valuable 
road-metal. 

BURNT  CLAY. — Burnt  clay  has  been  employed  as  a  road-metal  in 
various  portions  of  the  West  where  no  satisfactory  rock  is  available. 
The  clay  is  prepared,  as  described  by  Mr.  Johnson  in  a  later  portion 
of  this  report,  by  burning  at  the  sides  of  the  highway,  the  hardened 
substance  being  broken  into  small  fragments,  and  placed  upon  the 
road  where  it  serves  as  a  foundation.  It  is  possible  that  this  material 
might  be  found  locally  available  in  some  of  our  Eastern  Shore  coun- 
ties where  natural  road-metal  is  absent. 

CRUDE  PETROLEUM. — The  attempt  to  use  crude  petroleum  to  keep 
the  upper  portions  of  the  highways  free  from  water  and  thus  compact 
during  wet  weather  has  been  pursued  with  some  considerable  success 
in  other  portions  of  the  country,  but  no  attempt  has  been  made  to 
introduce  this  method  of  highway  improvement  in  Maryland.  Mary- 
land is  so  well  provided  with  natural  road-building  materials,  the 
utility  and  availability  of  which  have  been  so  thoroughly  demon- 
strated, that  it  is  doubtful  whether  the  application  of  petroleum 
would  prove  as  advantageous  here  as  elsewhere.  It  would  be  inter- 
esting to  experiment  with  this  process  and  actually  determine  its 
utility  on  some  of  our  Coastal  Plain  highways,  however,  before  dis- 
carding it.  It  is  possible  that  under  certain  conditions  in  some  locali- 


106  THE    RELATIONS    OF    MARYLAND    TOPOGRAPHY,    ETC. 

ties  it  might  be  found  to  be  of  value.     This  subject  will  be  more 
fully  discussed  by  Air.  Johnson  on  page  296. 

Many  other  materials  have,  from  time  to  time,  been  shown  to  be 
of  value  and  have  found  use  upon  the  public  roads,  but  they  can  be 
considered  of  hardly  sufficient  general  importance  to  be  deserving  of 
special  consideration  here,  as  few,  if  any,  of  them  are  of  permanent 
value. 

MANUFACTURED    PRODUCTS. 

It  is  hardly  in  place  here  to  discuss  the  many  manufactured  products 
which  are  used  on  city  streets  or  park  highways  where  special  con- 
ditions for  highway-construction  prevail.  The  plan  of  this  report 
is  rather  to  discuss  the  road-metals  which  may  be  made  available  upon 
the  country  highways  and  not  those  more  expensive  materials  em- 
ployed by  our  municipalities.  The  expensive  pavements  used  in 
many  of  our  cities  and  towns  could  not  be  made  available  for  our 
country  roads,  and  it  is  undesirable  to  go  into  the  discussion  of  such 
pavement  materials  in  the  present  report.  Many  of  the  Maryland 
road-building  metals  which  have  been  above-described  are  admirably 
adapted  as  the  basis  of  many  of  these  manufactured  products  and  are 
to-day  being  utilized  for  that  purpose.  This  subject  will  be  discussed 
in  a  report  dealing  with  the  materials  of  city  streets,  which  it  is  the 
intention  of  the  Highway  Division  of  the  Survey  to  prepare  at  an 
early  day. 


PART  III 


HIGHWAY  LEGISLATION  IN  MARYLAND  AND   ITS 
INFLUENCE  ON  THE  ECONOMIC  DEVEL- 
OPMENT OF  THE  STATE 


BY 

ST.  GEORGE  LEAKIN  SIOUSSAT 


HIGHWAY   LEGISLATION  IN  MARYLAND  AND  ITS 
INFLUENCE  ON  THE  ECONOMIC  DEVEL- 
OPMENT OF  THE  STATE 

BY 

ST.  GEORGE  LEAKIN  SIOUSSAT 


THE  BEGINNINGS  OF  HIGHWAYS  IN  MARYLAND. 

"  Rivers,"  said  the  philosopher  Pascal,.  "  are  roads  that  move,  and 
carry  us  whither  we  wish  to  go."  "  Yes,"  was  the  comment  of 
another,  "  provided  we  wish  to  go  whither  they  carry  us." 

A  comparison  of  Augustine  Herrman's  map  of  Maryland  with  one 
of  the  present  day  will  make  evident  the  applicability  of  Pascal's  say- 
ing, and  the  equal  applicability  of  its  subsequent  modification,  to  the 
history  of  the  development  of  highways  in  Maryland.  Nowadays, 
the  state  appears  dotted  from  border  to  border  with  cities,  towns,  and 
villages,  bound  together  by  a  network  of  roads,  great  and  small,  that 
are  the  channels  of  intercourse  of  an  advanced  and  prosperous  com- 
monwealth. The  Maryland  of  Herrman's  time  was  a  fringe  of  scat- 
tered settlements,  strung  along  the  bayside  and  along  the  banks  of  the 
navigable  rivers,  with  not  a  trace  of  connecting  highways. 

TRANSPORTATION  BY  WATER. 

The  main  highway  of  early  Maryland  was  the  Chesapeake,  which 
is,  says  a  chronicler  of  that  time,  "  a  bay  in  most  respects  scarcely  to 
be  outdone  by  the  universe,  having  so  many  large  and  spacious  rivers 
branching  and  running  on  both  sides  ....  and  each  of  these  rivers 
richly  supplied,  and  divided  into  sundry  smaller  rivers,  spreading 
themselves  out  to  innumerable  creeks  and  coves,  admirably  carved 
and  contrived  by  the  omnipotent  hand  of  our  wise  Creator,  for  the 
advantage  and  conveniency  of  its  inhabitants,  so  that  I  have  oft,  with 


110  HIGHWAY    LEGISLATION    IN    MARYLAND 

no  small  admiration,  compared  the  many  rivers,  creeks  and  rivulets 
of  water  to  veins  in  human  bodies." 

With  ready  appreciation  of  the  u  advantage  and  conveniency  "  of 
these  "  roads  that  move,"  the  early  Marylanders  traveled  from  land- 
ing to  landing  and  from  shore  to  shore  in  sloops  and  pinnaces,  imi- 
tating the  customs  of  the  native  Indians,  "  whose  buildings  and  habi- 
tations," Captain  John  Smith  had  noted,  were  "  for  the  most  part  by 
the  rivers,  or  not  far  from  some  fresh  spring." 

Instead  of  mileage,  compensation  for  boat-hire  was  allowed  to  the 
delegates  to  the  Assembly  from  Kent  and  Anne  Arundel.3  Indeed, 
travel  to  any  considerable  distance  seems  to  have  been  exclusively  by 
water;  and  for  the  first  few  years  after  the  settlement  at  St.  Mary's 
the  word  "  road "  must  have  had  but  limited  significance  in  the 
colonial  vocabulary/ 

The  earliest  "  roads  "  were  mere  paths  from  plantations  to  river 
landings,  or  from  the  settlements  scattered  along  the  rivers  adjacent 
to  the  little  capital  at  St.  Mary's.  When  the  colonies  pushed  further 
inland,  and  the  streams  no  longer  carried  them  whither  they  wished  to 
go,  more  extensive  highways  became  necessary.  As  yet,  however, 
the  construction  and  repair  of  roads  was  a  matter  of  private  concern; 
•-over  a  quarter  of  a  century  elapsed  between  the  settlement  at  St 
Mary's  and  the  passage  of  the  first  road-law  of  the  colony. 

EARLY  FERRIES. 

In  the  meanwhile,  the  influence  of  the  topography  of  the  country 
upon  the  progress  of  the  colony  is  evidenced  by  the  regulations  con- 

1  Rev.  Francis  Makemy.  A  Plain  and  Friendly  Persuasive.  London,  1705, 
p.  5.  (See  Fiske's  Old  Va.,  vol.  ii,  p.  206.) 

'  Pinkerton's  Voyages,  vol.  xiii,  p.  35. 

1  Maryland  Archives,  vol.  i,  Assembly  Proceedings,  pp.  143  and  284. 

4  What  is  probably  the  earliest  mention  of  a  road  in  Maryland  bears  date 
March,  1643,  when  Father  Philip  Fisher,  one  of  the  Jesuit  Missionaries, 
writes  to  his  Provincial,  or  Superior,  as  follows:  "A  road  by  land  through 
the  forest  has  just  been  opened  from  Maryland  to  Virginia.  This  will  make 
it  but  a  two  days'  journey,  and  both  countries  can  be  united  in  one  mis- 
sion." [Neill,  Maryland  in  the  Beginning,  p.  49.]  This  is,  of  course,  des- 
cribed too  indefinitely  to  be  identified  or  located  at  the  present  day,  but 
tke  reference  is  interesting  as  showing  the  early  intercourse  between  the 
sister  colonies. 


MARYLAND    GEOLOGICAL    SURVEY  111 

cerning  ferries.  When  a  line  of  communication  crossed  a  river  or 
stream  a  ferry  was  often  necessary  and  legislation  upon  this  subject 
preceded  that  concerning  highways  or  bridges.  As  early  as  the  ses- 
sion of  the  Assembly  that  met  at  St.  Mary's  in  1637-8,  a  number  of 
absentees  were  excused  from  the  fine  for  non-attendance  "  for  want  of 
passage  over  St.  George's  [St.  Mary's]  River,"  a  want  that  was  sup- 
plied by  the  establishment  of  a  ferry  at  the  next  Assembly.1  As  the 
settlements  spread,  other  ferries  were  established;  and  in  1658  a  gen- 
eral law  was  passed  requiring  each  county  to  maintain  at  least  one 
ferry.1 

CONTEMPORARY  HIGHWAY  LEGISLATION. 

When  the  colonial  settlements  had  expanded  to  such  a  degree  that 
management  of  the  highways  could  no  longer  be  left  in  private  hands 
there  were  two  sources,  at  least,  upon  which  the  lawmakers  might 
draw  for  effective  road-legislation.  These  were  the  law  of  the  neigh- 
boring colony  of  Virginia  and  the  law  of  England. 

The  first  road-law  of  Virginia  left  the  regulation  of  highways  to 
the  discretion  of  the  Governor  and  Council,  or  the  Commissioners  of 
the  Monthly  Courts,  or  the  parishioners  of  each  parish.3  This  was 
supplemented  twenty-five  years  later  by  an  act  giving  the  jurisdiction 
over  the  roads  to  the  county  courts,  with  the  provision  that  "  the 
course  used  in  England  "  should  be  followed/  The  English  law  was 
itself  at  this  time  in  a  primitive  state.  In  feudal  times  care  of  the 
roads  was  included  in  the  tenant's  trinoda  necessitas,  or  three-fold 
service:  the  duty  of  making  an  expedition  against  the  enemy;  the 
construction  of  fortifications;  the  repair  of  bridges  (and  roads).  By 
the  growth  of  custom  the  care  of  the  highways  devolved  upon  the 
respective  parishes,  while  the  repair  of  bridges  was  referred  to  the 
county  at  large.  In  early  times  it  was  not  incumbent  on  any  par- 
ticular officer  to  call  the  parish  together  and  set  upon  them  this  work; 
therefore,  later  surveyors  of  the  highways  for  each  parish  were  ordered 
to  be  chosen  by  the  constable  and  church  wardens  of  that  parish.5 

1  Maryland  Archives,  Assembly  Proceedings,  vol.  i,  p.  78. 

2  Maryland  Archives,  Assembly  Proceedings,  vol.  i,  pp.  375-6. 
*Hening's  Statutes,  vol.  i,  p.  199  (1632). 

4Hening's  Statutes,  vol.  i,  p.  436  (1657-8). 
5  Blackstone's  Commentaries,  p.  358. 


112  HIGHWAY    LEGISLATION    IN    MARYLAND 

THE    FIRST    ROAD-LAW    OF    MARYLAND. 

The  first  road-law  of  Maryland  was  passed  in  1666;  it  was  entitled 
"  An  act  for  making  high  waves  &  making  the  heads  of  Rivers, 
Creekes,  Branches  and  Swamps  passable  for  horse  and  foote."  This 
act  ordered  that  the  commissioners  of  each  county  should  "  upon  the 
20th  day  of  October  next  ensuing,  meete  together  in  their  Eespective 
Countyes  to  consult  of  what  high  wayes  are  fitt  to  be  made."  They 
were  also  to  appoint  overseers  of  the  roads  and  to  levy  tobacco  or 
labor  to  be  assessed  equally  upon  the  taxables  of  each  county.  Fines 
were  provided  for  the  non-performance  of  these  duties  either  by  the 
overseers  or  by  the  laborers  whom  they  summoned. 

The  act  of  1666  continued  in  force,  with  but  slight  modifications, 
till  1696.  However,  the  "  highwaies  or  necessary  Paths  "  for  which 
it  made  provision  were  little  more  than  tracks  through  the  forest;  and 
the  enactors  had  in  view  the  direction  of  travelers  rather  than  the 
construction  of  roads.  Transportation  by  wagons  was  as  yet  un- 
known. Thus  the  road-overseer  had  little  to  do  but  cut  away  the 
underbrush,  fell  obstructing  trees,  and  drain  the  worst  of  the  marshes 
so  that  the  horse  or  mule  laden  with  panniers  full  of  tobacco  would 
not  stick  fast  in  the  low  and  swampy  ground. 

A  local  road-act  "  for  amending  the  wayes  out  of  Charles  County 
into  the  City  of  St.  Mary's,"  passed  eight  years  after  the  general  law 
of  1666,  testifies  to  the  primitive  life  the  colonists  then  were  lead- 
ing.2 The  passage  over  the  head  of  "  Wiccocomico  River "  had 
become  hardly  passable  since  the  building  of  the  mill  there,  and  the 
overflowing  of  the  stream.  The  way  was  therefore  dangerous  for 
passengers  and  its  condition  even  imperiled  the  security  of  the  Prov- 
ince against  an  insurrection  of  the  Indians  "  who  live  in  great  Num- 
bers in  that  Country."  Charles  and  St.  Mary's  counties  were  equally 
assessed  for  the  construction  of  a  highway  "  passable  for  horse  and 
foote  over  such  place  of  Zachiah  Swampe  within  Two  miles  of  the 
said  Mill  upward  as  shall  seme  most  convenient"  to  their  Justices. 
The  road  thus  provided  for  became  one  of  the  most  important  in 

1  Maryland  Archives,  vol.  ii.     Assembly  Proceedings,  p.  134. 

1  Maryland  Archives,  vol.  ii.     Assembly  Proceeding's,  p.  408   (1674). 


MARYLAND    GEOLOGICAL    SURVEY  113 

southern  Maryland;  it  is  probably  to  be  identified  with  the  present 
road  from  Leonardtown  through  Aflen's  Fresh  and  Chaptico  to  Port 
Tobacco. 

HARDSHIPS  <}F  TRAVEL. 

Concerning  the  actual  state  of  the  highways  during  this  period  but 
little  information  is  to  be  found.  Enough  remains,  however,  to  con- 
vince one  of  the  hardships  of  traveling  in  these  early  times.  Some 
idea  of  the  difficulties  due  to  the  lack  of  roads  may  be  gathered  from 
the  journal  of  a  voyage  made  by  Augustine  Herrman,  the  author  of 
an  important  map  of  Maryland.  In  1659,  Peter  Stuyvesant,  the 
Director-General  of  the  New  Netherlands,  sent  Herrman  and  Re- 
solved (or  Roosevelt)  Waldron  as  Commissioners  to  Governor  Fendall 
of  Maryland  to  confer  concerning  an  alleged  attack  upon  Dutch  pos- 
sessions by  Colonel  TJtie  of  Maryland.  Herrman  and  Waldron  left 
New  Amstel,  now  Newcastle,  in  Delaware  on  September  30,  and 
walked  through  the  woods,  part  of  the  way  without  a  path,  to  the 
river  Elk.  Here  they  embarked  in  a  boat  procured  from  the  Indians, 
and,  after  rowing  nearly  all  night,  arrived  on  October  2  near  Sas- 
safras. Thence  they  rowed  to  Kent  Island,  where  they  abandoned 
their  first  boat,  which  now  leaked  wretchedly,  and  secured  another, 
from  a  Captain  Wike  or  Wickes,  one  of  the  magistrates  of  the  island. 
After  a  fine  run  to  Billingsly  Plantation,  "  at  the  cleft "  or  cliffs 
[of  Patuxent],  on  October  6  they  arrived  at  Colonel  Coortsey's  house 
upon  the  Patuxent,  and  on  the  following  day  they  went  nine  miles 
by  land  to  Secretary  P.  Calvert's.1 

Even  the  establishment  of  a  general  road-law  seems  to  have  given 
little  or  no  relief.  Six  years  after  the  passage  of  the  act  of  1666,  the 
celebrated  Quaker,  George  Fox,  describes  his  progress  from  the  East- 
ern Shore  of  Maryland  to  the  North  as  "  a  tedious  journey  through 
the  woods  and  wilderness,  over  bogs  and  great  rivers."  ''  We  took 
horse,"  he  writes,  "  at  the  head  of  Tredaven  Creek,  and  traveled 
through  the  woods,  till  we  came  a  little  above  the  head  of  Miles  River, 
by  which  we  passed,  and  rode  to  the  head  of  Wye  River;  and  so  to  the 
head  of  Chester  River;  where  making  a  fire,  we  took  up  our  lodgings 

1  Hazard.     Annals  of  Pennsylvania,  pp.  287,  290  (Philadelphia,  1850). 


114  HIGHWAY    LEGISLATION    IN    MARYLAND 

in  the  woods.  Xext  morning  we  traveled  through  the  woods  till  we 
came  to  Saxifrax  River,  which  we  went  over  in  Canoes  (or  Indian 
boats,)  causing  our  horses  to  swim  by.  Then  we  rode  to  Bohemia 
River:  where  in  like  manner  swimming  our  horses,  we  ourselves  went 
over  in  Canoes.  We  rested  a  little  while  at  a  plantation  by  the  way, 
but  not  long,  for  we  had  thirty  miles  to  ride  that  afternoon,  if  we 
would  reach  a  town ;  which  we  were  desirous  to  do,  and  therefore  rode 
hard  for  it.  ...  The  town  we  went  to  was  a  Dutch  town,  called  New- 
castle." 

The  slowness  with  which  changes  in  the  methods  of  transportation 
were  brought  about  may  be  illustrated  from  the  fate  of  a  petition 
made  by  some  of  the  inhabitants  of  St.  Mary's  county  to  the  General 
Assembly  of  the  Province,  upon  the  occasion  of  the  removal  of  the 
capital  from  St.  Mary's  City  to  Annapolis.  The  fifteenth  article  of 
this  petition  set  forth  that  "  the  petitioners  suspected  the  chief  dislike 
of  the  location  of  the  capital  at  St.  Mary's  to  be  on  account  of  the 
inconvenience  of  its  situation,  because  the  gentlemen,  the  members 
of  the  house,  have  been  forced  to  their  great  trouble  oftentimes  to 
travel  on  foot  from  Patuxent  to  St.  Mary's  and  so  back  again."  To 
remove  all  cause  for  such  an  objection,  the  inhabitants  of  St.  Mary's 
bound  themselves  to  procure  "  a  coach  or  caravan  or  both  to  go  in 
all  times  of  public  meetings  of  Assemblies  and  provincial  Courts,  etc. 
every  day  daily  between  St.  Mary's  and  Patuxent  River  and  at  all 
other  times  once  a  week."  This  magnanimous  proposal  did  not  meet 
with  the  respect  it  deserved,  for  the  House  rather  rudely  observed  that 
"  The  petitioners  offer  fair  as  they  have  done  formerly,  but  never  yet 
performed  any,  and  this.  House  believes  that  the  Gen'l  Welfare  of  the 
Province  ought  to  take  place  of  that  Sugar  Plum  and  of  all  the 
Mayor's  Coaches,  who  as  yet  never  had  one !  " 

THE  COUNTY  COURTS  AND  THE  ROADS. 

To  the  County  Courts,  or  Commissioners — for  the  terms  were  inter- 
changeable— were  intrusted  the  construction  and  maintenance  of  the 

1  Journal  of  George  Fox,  vol.  ii,  pp.  108-9. 

2  Upper  House  Journal,  1694,  p.  768. 

*  Upper  House  Journal,  1694,  p.  772.       . 


MARYLAND    GEOLOGICAL    SURVEY  115 

highways.  The  records  of  the  proceedings  of  these  bodies  contain' 
a  great  deal  of  interesting  information  in  regard  to  the  development 
of  the  roads,  but  this  information  is  unfortunately  neither  so  complete - 
nor  so  uniform  as  might  be  wished.  The  records  of  some  of  the 
counties  have  been  destroyed  by  fire;  many  others,  though  extant,  are 
seriously  damaged  through  carelessness;  or  the  worthy  scribes  them- 
selves, in  many  eases,  have  taken  but  small  pains  to  detail  their  pro- 
ceedings upon  road-matters.  But  the  most  serious  difficulty  for  the 
historical  student  results  from  the  practice  of  recording  and  mention- 
ing roads  by  the  names  of  the  persons  near  whose  lands  they  passed, 
instead  of  the  names  of  the  points  or  places  through  which  the  road 
ran.  The  reason  for  this  is  obvious;  highways  could  not  be  described 
as  running  from  town  to  town  at  a  time  when,  with  very  few  excep- 
tions, there  were  no  towns. 

ST.  MARY'S  AND  CALVERT  COUNTY  RECORDS. 

Direct  sources  for  the  early  history  of  highways  in  St.  Mary's  and 
Calvert  counties  are  no  longer  obtainable,  because  the  court-  records- 
of  these   counties   have    been  burned.     Some   information   may   be 
gained  from  the  proceedings  of  the  Assembly,  which  now  and  then 
busied  itself  with  matters   of  local   importance,   providing,   as   was 
shown  above,1  for  the  construction  of  a  main  road  from  Charles  county 
to  the  capital.     It  is  probable,  moreover,  that  the  methods  of  highway 
administration  here  were  identical  with  those  of  Charles  county,  of~ 
which  the  records  have  fortunately  been  preserved. 

CHARLES  COUNTY  RECORDS. 

The  records  of  the  County  Court  of  Charles  county  now  rest 
securely  in  the  Kecord  Office  at  Annapolis.  From  these  records  it 
appears  that  in  1666  "  each  respective  Constable  of  Charles  Countie  " 
was  by  warrant  ordered  "  to  appoint  good,  able  and  sufficient  men 
overseers  of  ye  works  to  be  performed  by  virtue  of  ye  said  Act  (IfHJfi) 
and  also  to  hire  procure  and  provide  for  them  sufficient  Labourers  and 
Labouring  tools  and  other  necessaries  for  ye  performance  of  ye  works - 

JP.  112. 


116  HIGHWAY    LEGISLATION    IX    MARYLAND 

intended  in  ye  said  Act."  The  overseers  thus  appointed  were  ordered 
to  "  repaire  to  the  next  commissioner  inhabiting  nearest  to  you  for 
such  orders  and  directions  to  be  given  you  as  shall  be  needful  for  ye 
discharge  of  your  duties  herein.  Whereof  faile  not  as  you  will  answer 
&c."  ' 

This  certainly  seems  a  good  beginning.  Unfortunately,  however, 
no  more  entries  are  to  be  found  for  the  space  of  twenty-four  years.2 
The  work  went  on  during  this  time,  no  doubt,  and  overseers  were 
annually  appointed,  but  the  clerks  neglected  to  keep  a  detailed  record 
of  road  affairs. 

BALTIMORE    CO  [TNT  Y    RECORDS. 

In  the  records  of  the  Baltimore  County  Court  the  earliest  entry  of 
interest,  which  bears  the  date  March  6,  1682,  recites  that  the  jurors 
for  Baltimore  county  "  do  present  the  overseers  of  the  highways  of 
Gunpowder  Hundred  and  the  overseers  of  the  highways  of  Patapsco 
for  not  making  the  highways  passable  for  man  or  horse."  The  over- 
seers of.  Spesutie  Hundred,  farther  north,  were  also  presented.8  These 
drastic  measures  seem  to  have  been  efficient,  for  at  June  Court  the 
delinquent  overseers  were  excused  "  by  Reason  of  there  Amendmt 
of  ye  sd  Highways."  Several  other  orders  in  reference  to  roads  in 
particular  localities  were  given  at  different  times  by  the  Court. 

The  regulations  concerning  ferries,  the  management  of  which,  like 
that  of  the  roads,  was  in  the  hands  of  the  County  Commissioners,  are 
often  serviceable  in  determining  the  principal  courses  of  travel.  At 
November  Court,  1683,  for  example,  provision  was  made  for  ferries 
over  the  Patapsco,  Gunpowder,  and  Bush  rivers; '  this  and  subsequent 
entries  make  it  certain  that  by  1685  there  was  a  continuous  road  or 
roads  laid  out  from  the  Patapsco  to  the  Susquehanna."  Not  more 
than  five  years  later,  the  Court  ordered  that  these  roads  should  be 

1  Charles  County  Court  Proceedings,  Liber  C,  pp.  84-86. 

2  Some  orders  are  indexed  for  the  year  1684,  but  this  volume  is  missing. 

3  Balto.  Co.  Court  Proceedings,  Lib.  D,  p.  103. 

4  Balto.  Co.  Court  Proceedings,  1683,  June.     These  are  preserved  without 
much  arrangement,  in  the  Record  Office,  in  Baltimore. 

5  Balto.  Co.  Court  Proceedings,  Lib.  D,  103. 

6  Across    the   Susquehanna,    in    Cecil    County,    was    Susquehannah    Manor, 
granted  to  George  Talbot,  in  1680.     This  region  was  as  yet  thinly  settled. 


MARYLAND    GEOLOGICAL    SURVEY  117 

made  passable  for  carts.  In  1692  the  usual  procedure  was  varied  by 
an  order  "  that  from  henceforward  the  persons  above-mentioned  their 
Matles  justices  Doe  grant  out  their  warrants  and  appoint  what  over- 
seers they  think  good  for  clearing  the  highways  in  their  respective 
hundreds,  as  they  shall  think  fitt."  Two  years  later  the  overseers 
were  ordered  to  take  with  them  "  Every  tythable  in  their  hundred  for 
the  making  of  good  highways  thirty  foote  wide,  not  leaveing  Loggs, 
Brush  or  Roots,  appearing  above  ground,  or  young  Saplings  in  the 
said  Roades."  "  Good  and  sufficient  bridges  for  man  and  horse 
to  pass  over  "  were  also  to  be  constructed. 

After  these  praiseworthy  beginnings  the  energy  of  the  Baltimore 
County  Commissioners  seems  to  have  suffered  a  relapse,  since  very 
few  entries  are  to  be  found  for  a  considerable  time.  Two  noteworthy 
items  there  are,  however;  one  under  1695  gives  directions  to  clear  the 
road  from  the  Courthouse  to  the  Great  and  Little  Falls  of  Gun- 
powder; 2  the  other,  in  1711,  orders  the  construction  of  a  "  very  fair 
and  spatious  Road  directly  leading  out  of  the  Main  Road  to  this  town 
of  Joppa." 

THE  HEKRMANS  AND  THE  ROADS  OF  CECIL  COUNTY. 

The  beginnings  of  highway-construction  on  the  Eastern  Shore,  at 
least  in  the  northern  part  of  it,  seem  to  have  been  the  care  of  a  single 
family.  Augustine  Herrman,  to  whom  reference  has  already  been 
made,  received  in  1662  the  grant  of  Bohemia  Manor  from  Cecilius, 
Lord  Baltimore.4  The  location  that  Herrman  chose  for  his  planta- 
tion was  an  additional  proof  of  his  intelligence.  Bohemia  Manor, 
bounded  on  the  west  by  the  Elk  river,  and  St.  Augustine  Manor,  a 
later  grant,  bounded  on  the  east  by  the  Delaware  river,  together 
spanned  the  Eastern  Shore  peninsula  at  about  its  narrowest  point,  and 
the  idea  of  connecting  the  navigable  waters  on  the  west  and  east  by  a 
road  had  occurred  to  Herrman  even  before  he  received  his  grant.5 
In  1671  the  authorities  at  New  York  ordered  their  deputies  at  New 

1  Balto.  Co.  Court  Proceedings,  1694,  Nov.  Ct. 

3  Balto.  Co.  Court  Proceedings,  1695. 
8  Balto.  Co.  Court  Proceedings,  1711. 

4  Johnston.     History  of  Cecil  County,  p.  38. 

5  Hazard.     Annals  of  Pennsylvania,  p.  321. 


118  HIGHWAY    LEGISLATION    IN    MARYLAND 

Castle  to  clear  one-half  of  a  road  from  that  place  to  Herrman's  plan- 
tation, the  Marylanders  having  offered  to  clear  the  other  half.1  An- 
other road,  constructed  about  this  time,  connected  Herrman's  planta- 
tion with  that  of  his  sons  on  the  Delaware.2 

The  settlements  in  this  part  of  the  Province  increased  rapidly,  and 
in  1674  the  lands  lying  between  the  Susquehanna  and  the  Chester 
rivers,  which  had  been  hitherto  a  part  of  Baltimore  county,  were 
erected  into  a  new  county  under  the  name  of  Cecil.3  The  Cecil 
County  Court  took  up  the  work  of  the  Herrmans  and  devoted  much 
attention  to  the  making  of  roads.  An  interesting  example  of  those 
old  Cecil  roads  is  that  known  as  the  "  Old  Choptank  Road,"  which 
formed  the  dividing  line  between  Bohemia  and  St.  Augustine  Manors. 
"  It  was  originally,"  says  Johnston,  "  an  Indian  path  that  led  from  the 
Choptank  river  along  the  dividing  ridge  between  the  two  bays,  prob- 
ably far  up  into  Pennsylvania,  but  was  laid  out  and  cleared  from  the 
head  of  St.  George's  creek  to  the  Chester  river,  twelve  feet  wide,  for 
a  cartroad,  in  1682,  by  Casparus  Hermen  and  Hugh  McGregory,  who 
were  appointed  for  the  purpose  by  the  Court."  By  1714  it  had  fallen 
into  disuse.4 

AN  EARLY  MAIL-ROUTE. 

Perhaps  because  of  the  greater  density  of  population  on  the  upper 
Eastern  Shore  at  this  time,  and  the  existence  of  better  roads,  the 
route  down  the  Eastern  Shore  peninsula  became  the  favorite  line  of 
travel  from  Philadelphia  southward,  and  when,  under  the  general 
stimulation  that  followed  the  removal  of  the  capital  from  St.  Mary's 
to  Annapolis,  the  Assembly  established  a  public  post,  the  peninsula 
route  was  selected. 

Previously  ordinary  letters  relating  to  public  affairs  had  been  for- 

1  Johnston.     History  of  Cecil  County,  p.  76. 

1  Johnston.    History  of  Cecil  County,  pp.  78-9. 

*  McMahon.     History  of  Maryland,  p.  92. 

4  Johnston.  History  of  Cecil  County,  p.  187.  A  strip  of  land  five  or  six 
miles  wide  across  this  peninsula  at  its  narrowest  point  might  well  be  se- 
lected to  represent  the  steps  in  the  development  of  methods  of  transporta- 
tion: Indian  trail,  cartroad,  stage-route,  turnpike,  canal  and  railroad. 


MARYLAND    GEOLOGICAL    SURVEY  119 

warded  from  house  to  house.1  Upon  occasions  of  unusual  importance 
communication  with  the  neighboring  provinces  was  carried  on  by 
means  of  "  expresses,"  or  mounted  postmen.  A  great  advance  upon 
the  earlier  methods  was  made  by  the  establishment  in  1695  of  a  reg- 
ular post.  It  was  ordered  that  the  route  "  begin  at  Newton's  Point 
upon  Wicomico  River  in  Potomack  and  so  to  proceed  on  to  Allen's 
Mill,  from  Allen's  Mill  to  Benedict  Leonard  Town,  from  Benedict 
Leonard  Town  over  Patuxent  to  Mr.  George  Lingan's,  from  Mr. 
Lingan's  to  Mr.  Larkin's  and  so  to  South  River  and  Annapolis.  From 
thence  to  Kent  and  so  to  William  .Stadt  *  and  from  thence  to  Daniel 
Toas's4  and  so  on  to  Adam  Petersen's  and  from  thence  to  New  Castle 
and  so  directly  to  Philadelphia." 

A  "  sallary  "  of  fifty  dollars  was  allowed  Mr.  John  Perry,  "  the 
post,"  for  carrying  "  all  public  messages  and  Paquettes  eight  times 
a  year  betwixt  Potomack  and  Philadelphia." 

On  special  occasions  Mr.  Perry  seems  to  have  acted  as  "  express  "  to 
points  not  included  in  his  usual  route.  He  survived  his  appointment 
only  three  years;  whether  his  disease  resulted  from  the  exposure  to 
which  his  duties  subjected  him  is  not  known,  but  after  his  death  the 
system  seems  to  have  been  abandoned  by  the  Maryland  Legislature.' 
It  is  probable  that  the  Pennsylvania  authorities  maintained  a  similar 
post-route  for  some  time.7 

THE  LAW  OF  1704  AND  ITS  SUPPLEMENTS. 

The  year  1696  saw  the  enactment  of  a  new  road-law  entitled  "  An 
Act  for  the  better  clearing  of  the  Roads,  and  directing  all  Travellers 
through  the  Province."  This  was  the  first  important  advance  upon 
the  early  law  of  1666,  which  had  been  reenacted  from  time  to  time, 

1  Assembly  Proceedings,  vol.  i,  p.  415,  April-May,  1661.  (See  also  subse- 
quent laws.) 

1  Probably  not  far  from  Mount  Pleasant. 
1  Oxford. 

*  On  Chester  river. 

'  Upper  House  Journal,  May  14,  1695,  p.  809. 

•  McMahon,  History  of  Maryland,  p.  266. 

1  See  Watson's  Annals  of  Philadelphia,  vol.  ii,  p.  391;  vol.  iii,  p.  47  (Phila- 
delphia, 1890). 
8  Bacon's  Laws  of  Maryland,  1696,  chap,  xxiii. 


120  HIGHWAY    LEGISLATION    IN    MARYLAND 

with  but  little  amendment.  The  text  of  the  act  of  1696  is  not  to  be 
found  in  the  Journals  of  Assembly  nor  in  Bacon's  Laws  of  Mary- 
land; but  lengthy  quotations  from  it,  transcribed  in  the  records  of 
Charles  County  Court,  indicate  that  its  provisions  were  practically 
the  same  as  those  of  an  act  passed  eight  years  later,  in  1704,1  bearing 
the  same  title  as  the  law  of  1666. 

The  act  of  1704,  the  text  of  which  has  been  preserved,  constituted, 
with  a  few  amendments,  the  road-law  of  the  Province  of  Maryland  for 
the  next  half  century.  By  its  provisions  all  public  and  main  roads 
were  to  be  hereafter  cleared  and  well-grubbed,  fit  for  traveling, 
twenty-foot  wide;  and  good  and  substantial  bridges  made  where 
such  were  necessary,  at  the  discretion  of  the  County  Courts.  Once 
a  year  the  latter  were  to  "  ascertain2  and  set  down  "  in  their  records 
what  were  the  public  roads  of  their  respective  counties  and  to  appoint 
overseers  of  the  same.  Any  person  altering  or  changing  such  public 
roads  without  the  leave  of  the  Governor  and  Council,  or  the  County 
Justices,  was  to  be  fined  500  Ibs.  of  tobacco.  The  same  fine  was 
provided  in  case  any  overseer  so  appointed  should  neglect  to  clear  the 
roads  under  his  charge.  Every  laborer  who  refused  to  serve  the  over- 
seer and  every  master  of  servants,  who,  upon  summons  from  the  over- 
seer, refused  to  send  all  his  taxable  male  servants  to  assist  the  over- 
seer, was  to  be  fined;  every  laborer  100  pounds  of  tobacco,  and  the 
master  100  pounds  for  every  servant  named  and  not  sent.  The  clerk 
of  the  county  was  ordered  to  issue  to  the  overseers  appointed,  warrants 
which  should  be  delivered  to  them  by  the  sheriffs  of  their  respective 
counties.  If  clerk  or  sheriff  was  delinquent  in  this  respect  he  was 
mulcted  1000  pounds  of  tobacco. 

That  highways  were  still  in  a  rudimentary  state,  and  that  it  must 
have  been  easy  to  lose  one's  way,  appears  from  the  fifth  section  of  this 
act,  which  is  so  curious  that  it  had  best  be  quoted  exactly. 

"  V.  And  that  all  the  Roads  that  lead  to  any  Ferries,  Court-house  of  any 
County,  or  to  any  Church,  or  leading  through  any  County  to  the  port  of 
Annapolis,  shall  be  marked  on  both  Sides  the  Road  with  Two  Notches;  if  the 
Road  lead  to  Annapolis,  the  Road  that  leads  there,  at  the  leaving  the  other 
Road,  shall  be  marked  on  the  Face  of  the  Tree,  in  a  smooth  Place  cut  for 

1  Bacon's  Laws  of  Maryland,  1704,  chap.  xxi. 

2  Establish  with  certainty. 


MARYLAND  GEOLOGICAL  SURVEY. 


VOLUME  III,  PLATE  XII. 


FlO.  1.— VIEW    OF    NOTCHES   ON   TREE. 


* 
The  Frledenwulrt  Co. 


FlO.  2.— VIEW   OF    ROAD    WITH    NOTCHED    TREE. 
THREE-NOTCH   ROAD  IN  ST.  MARY'S  COUNTY. 


MARYLAND    GEOLOGICAL    SURVEY  121 

that  Purpose,  with  the  letters  A  A  set  on  with  a  Pair  of  Marking-Irons,  and 
coloured;  and  so  with  Two  Notches  all  along  the  Road;  and  where  at  any 
Place  it  leaves  any  other  Road  shall  be  again  distinguished  with  the  Mark 
aforesaid,  on  the  Face  of  the  Tree,  with  a  Pair  of  Marking-Irons,  and  col- 
oured as  aforesaid.  And  any  Road  on  the  Eastern  Shore,  in  Talbot  County, 
that  leads  to  the  Port  of  William-Stadt  [Oxford]  at  the  entering  of  the 
same,  and  on  parting  with  or  dividing  from  any  other  Road,  shall  be  marked 
on  the  face  of  a  Tree,  in  a  smooth  Place  cut  for  that  purpose,  with  the  let- 
ter W,  and  so  with  Two  Notches  all  along  the  Road.  And  the  Roads  that 
lead  to  any  County  Court-house,  shall  have  Two  Notches  on  the  Trees  on 
both  Sides  of  the  Road  as  aforesaid,  and  another  Notch  a  Distance  above 
the  other.  And  any  Road  that  leads  to  a  Church,  shall  be  marked  at  the 
Entrance  into  the  same,  and  at  the  leaving  any  other  Road,  with  a  Slip  cut 
down  the  Face  of  the  Tree,  near  the  ground.  And  any  Road  leading  to 
a  Ferry,  and  dividing  from  other  public  Roads,  shall  be  marked  with  Three 
Notches  of  equal  Distance  at  the  Entrance  into  the  same.  And  these  Rules 
and  Methods,  the  several  Justices  of  the  County  Courts,  shall,  from  Time  to 
Time,  give  in  Charge  to  the  Overseers  of  the  Highways,  by  them  to  be  ap- 
pointed for  that  purpose;  who  are  likewise  enjoined  carefully  and  strictly 
to  observe  and  perform  the  same,  under  the  Penalty  aforesaid." 

Survivals  of  this  manner  of  directing  travelers  appear  in  the  various 
"  Notch  Roads  "  still  to  be  found  in  some  counties  of  the  state. 
Along  at  least  one  of  these,  the  "  Three  Notch  Road  "  in  southern 
Maryland,  notches,  some  of  a  remote  date,  may  still  be  discerned  in 
the  bark  of  many  of  the  oldest  oaks  as  shown  in  Plate  XII. 

A  considerable  advance  in  methods  of  construction  is  indicated  by 
the  detailed  provisions  as  to  the  width  and  the  "  grubbing  "  of  the 
roads  and  the  erection  of  bridges.1  The  use  of  carts  for  freight  trans- 
portation by  land  was  becoming  more  general  in  the  thickly  settled 
parts  of  the  Province,  although  travelers  still  journeyed  almost  exclu- 
sively upon  horseback. 

Although  the  provisions  of  the  act  of  1704  are  more  detailed  than 
those  of  the  law  of  1666,  the  general  principle  of  procedure  was  not 
materially  altered;  overseers  were  still  appointed  by  the  County 
Courts.  One  important  difference,  however,  was  that  while  the 

1  The  overseers  of  the  highways  were  frequently  hindered  in  repairing 
bridges  by  the  refusal  of  the  owners  of  the  adjacent  lands  to  permit  them 
to  cut  trees  for  that  purpose.  Therefore,  in  1724,  the  overseers  were  au- 
thorized, by  a  law  [chap,  xiv],  supplementary  to  that  of  1704,  to  make  use  of 
any  trees,  except  those  fit  for  clapboards  or  cooper's  timber,  for  building 
or  repairing  any  bridge  maintained  at  a  public  or  county  expense;  i.  e.,  for 
which  appropriations  were  made  distinct  from  those  for  highways. 


122  HIGHWAY    LEGISLATION    IN    MARYLAND 

earlier  act  authorized  the  County  Court  to  levy  tobacco  or  labor  to 
be  assessed  equally  upon  the  taxables  of  each  county,  the  later  law 
imposed  a  fine  for  non-attendance  when  summoned  by  an  overseer 
to  work  upon  the  highways.  The  recovery  of  these  fines  proved  vex- 
atious. Hence  in  17231  the  prosecution  of  such  fines  in  the  County 
Court  was  stopped  and  the  determination  of  the  penalty  left  to  any 
one  justice  who  must  keep  a  list  of  such  determinations  and  return  the 
same  every  year  to  the  Court,  to  be  levied  on  execution  by  the  sheriff, 
if  unpaid. 

THE    ROADS    "  ASCERTAINED." 

Another  important  innovation  of  the  act  of  1704  was  the  require- 
ment that  the  justices  should  once  a  year  "  ascertain  and  set  down  " 
in  their  records  the  public  roads  of  their  respective  counties.  Occa- 
sionally, when  the  County  Clerk  was  not  too  much  occupied,  this 
order  was  obeyed,  but  such  entries  are  few  and  scattered.  In  view  of 
the  rarity  and  local  interest  of  these  "  ascertainments  "  of  roads,  the 
following  have  been  transcribed: 

CHARLES  COUNTY. 

"  The  Publick  Roads  of  Charles  County  Nominated  (September  14th, 
1697)." 

"  From  Newton's  Point  to  Pyskyawaxon  to  William  Marshall's  and  from 
thence  to  William  Thompson's  and  soe  to  ye  head  of  Port  Tobacco  Creek; 
thence  to  Nangemy  Mill,  and  from  ye  said  Mill  to  Mr.  Randolph  Hinson's 
and  so  round  to  Mattawoman,  and  from  thence  to  ye  head  of  Port  Tobacco 
Creeke  again,  and  thence  to  ye  Court-house  of  this  County,  and  from  ye 
aforsd  William  Marshall's  to  ye  Mill  at  ye  head  of  Wicomico  River,  and  so 
over  ye  head  of  ye  said  River  down  to  Budd's  Creek  and  from  ye  Mill  at  ye 
head  of  Wicomico  River  aforesaid  up  to  ye  Court-house  of  this  County,  and 
from  ye  Court-house  ye  road  that  goeth  to  Piscattaway  to  ye  uttmost  bounds 
of  the  County  and  out  of  ye  said  Roade  about  three  miles  above  ye  Court- 
house a  new  Roade  to  be  Cleared  betweene  Henry  Dreydens  Quarter  & 
Richard  Brightwells  Quarter  to  goe  to  Annapolis  to  ye  bounds  of  Prince 
George  County,  and  from  ye  Court-house  ye  Roade  to  ye  bridges  over  Zachyah 
Swamp,  and  from  thence  to  Widdow  Walters,  and  from  thence  to  Benedict 
Leonard  Town,  and  from  thence  up  to  James  Bigger's  and  from  Budd's 
Creek  to  ye  bridges  over  Piles  his  fresh  branch  and  from  thence  up  to 
Major  Boaremans  Quarter  and  soe  to  ye  utmost  bounds  of  ye  County  towards 
Annapolis  that  way." 

1  Bacon's  Laws  of  Maryland,  1723,  chap.  xvii. 


MARYLAND    GEOLOGICAL   SURVEY  123 

CECIL  COUNTY. 

"  The  Court  ascertains  all  ye  publique  Roads  of  this  Coty  Vizt. 

Nov.  ye  16,  1710. 

"  From  ye  Co«t  house  to  ye  ferry  of  Bohemia  ye  one  leading  directly  to 
Franklins  point  ye  other  by  ye  way  of  ye  white  Marsh,  &  soe  to  Broxsons  by 
ye  way  of  Mr.  Norris's  Mill  &  another  leading  by  ye  way  of  John  Running- 
ton's  to  ye  head  of  Bohemia,  another  from  ye  Cort  house  to  ye  head  of  Sas- 
safras, Another  from  Wm.  Davis's  to  ye  Cross  Paths  nigh  y«  head  of  Bo- 
hemia, another  from  sd  Crosspaths  to  Vanbebbers  Mill  &  from  thence  to 
Jn°  Chicks  &  from  thence  to  Smith's  Mill  &  from  thence  to  Susquehannah 
ferry,  from  thence  to  Turkey  point  to  Smith's  Mill,  from  Turkey  Cock  hill 
to  the  head  of  North  East  River  from  ye  North  side  of  Bohemia  ferry  to 
John  Chicks  from  ye  Maine  Road  where  it  strikes  of  upon  ye  Manner  Road 
to  ye  head  of  Back  Creek,  above  where  Hanse  Marens  formerly  lived  &  from 
thence  the  highest  way  to  Smith's  Mill  ye  road  from  ye  northside  of  Bo- 
hemia ferry  to  Elk  Ferry,  and  from  ye  northside  of  Elk  ferry  to  ye  head 
of  North  East  River." 

ANNE  ARUNDEL  COUNTY. 
August  Court,  1734. 

"  The  following  Roads  are  Deemed  and  ascertained  by  the  Justices  of 
this  Court  to  be  publick  Roads  (Viz),  from  Annapolis  over  Severn  Bridge 
to  Patapsco  Ferry  from  Annapolis  to  Huntington,  from  Annapolis  to  Elk 
Ridge  from  Annapolis  round  the  head  of  South  River  From  Appapolis  to 
Soxith  River  ferry  from  Severn  Bridge  to  Bells  Mill  from  Elk  Ridge 
Road  to  Indian  Landing  From  Bells  Mill  to  South  River  Ferry  from 
South  River  Ferry  to  Queen  Annes  Ferry  from  South  River  Ferry  to  the 
Bay  Side  Road  that  leads  to  fishing  Creek  and  from  South  River  Ferry  the 
Road  that  leads  through  the  Mannour  from  Severn  Ferry  to  Long  Bridge 
by  the  Chappel  to  the  Mountain,  from  Severn  Ferry  round  the  head  thereof 
from  Patapsco  Falls  to  Rowle's  from  Deep  Run  to  Patapsco  ferry  from 
London  Town  to  Pigg  point  Ferry  from  London  Town  to  Lyons  Creek  from 
the  head  of  Road  River  Hunda  to  Queen  Annes  Ferry  from  Henry  Ridge- 
ley's  to  the  landing  at  Patapsco  at  the  Mill  thereof  from  William  Ridgeley's 
to  the  said  Landing  at  the  head  of  Patapsco  from  Catlins  old  fields  to  Car- 
rolls  Mannour  From  Catlins  Old  Fields  to  the  Locust  Thicket." 

The  Ferries  are  ascertained  as  follows: 

"  South  River  from  Crown  Point  to  the  usual  landing  at  London 
Town,  from  Hughes  Landing  to  ^loals  &  Giles  Points.  Patapsco.  Pigg 
Point." 

EARLY  "  ROLLING  ROADS." 

Two  years  after  the  removal  of  the  capital  to  Annapolis  the  Assem- 
bly, as  a  part  of  their  scheme  for  developing  Annapolis  into  a  thriv- 
ing port,  ordered  the  construction  of  four  "  rolling  roads  "  for  the 


124  HIGHWAY    LEGISLATION    IN    MARYLAND 

transportation  of  tobacco  in  cask  into  the  town.  Provision  for  some 
of  these  "  rolling  roads  "  was  made  by  nearly  every  County  Court. 
"  In  order  to  pass  the  tobacco  hogsheads  safely  over  the  '  rolling  roads ' 
it  was  necessary  that  they  should  be  made  and  hooped  in  the  strongest 
manner;  the  tobacco  after  being  dried  and  stripped  from  the  stems 
was  packed  tightly  in  the  hogsheads  and  '  headed '  up;  these  were 
then  rolled  over  and  over  by  two  men  to  each  hogshead,  to  the  place 
of  shipment.  The  '  rolling  roads '  were  generally  of  a  roundabout 
description,  from  the  necessity  of  avoiding  hills,  and  though  long  out 
of  use,  could  be  distinctly  traced  on  Elkridge,  after  1820.  Several 
roads  of  this  description  are  still  distinguishable  in  Harford  County." 
Later,  these  casks  were  fitted  with  shafts  and  hauled  by  oxen. 

EXEMPTIONS  FEOM  HIGHWAY  SERVICE. 

An  interesting  feature  of  the  road-law  of  the  Province  lay  in  the 
provisions  concerning  exemption  from  labor  upon  the  roads.  To  en- 
courage the  manufacture  of  iron,  the  Assembly  in  1732  2  ordered  that 
no  white  man  or  slave,  employed  about  any  iron  work  (unless  he  was 
also  employed  in  raising  tobacco),-  should  be  obliged  to  work  upon 
the  roads  or  bridges.  This  privilege  was  abused;  so  in  1736  3  exemp- 
tion from  labor  on  the  roads  was  restricted  to  those  constantly  em- 
ployed in  iron-works.  The  law  was  later  amended,  in  1750/  by 
requiring  the  owners  of  iron-works  to  send  for  road-work  one  out  of 
every  ten  laborers  they  employed.  Later,  owners  of  water-mills  were 
obliged  to  see  to  the  repairs  of  the  roads  that  crossed  their  property, 
but  were  exempt  from  other  work  upon  the  roads.  On  the  other 
hand,  overseers  of  the  highways  were  excused  from  jury  service  while 
in  pursuit  of  their  official  duties.5 

NOTE. — The  preceding  extracts  and  references  include  all  the  legislation 
concerning  highways  enacted  during  the  seventeenth  and  the  first  half  of 

1  Tyson,  M.  E.  A  Brief  Account  of  the  Settlement  of  Ellicott's  Mills,  p.  25 
(Baltimore,  1865). 

-  Bacon's  Laws  of  Maryland,  1732,  chap.  xvii.  This  work  includes  the 
laws  passed  prior  to  1764. 

'  1736,  chap.  xvii. 
1750,  chap.  xiv. 

5  1715,  chap,  xxxvii. 


MARYLAND    GEOLOGICAL   SURVEY  125 

the  eighteenth  centuries,  with  the  exception  of  occasional  laws  such  as  that 
of  1750  (chap,  xv),  to  empower  the  Justices  of  Prince  George's  County 
Court,  "  to  treat  and  agree  with  an  undertaker  or  undertakers,  to  stop  a 
breach  now  made,  across  the  main  road  in  Queen  Anne  Town."  The  use  in 
this  case  of  the  word  "  undertaker  "  in  the  sense  of  "  contractor  "  is  inter- 
esting. 


COMMERCIAL  GROWTH  AND  THE  "  WESTWARD 
MOVEMENT." 

MARYLAND  TOWNED  AND  "  UNTOWNED." 

The  "  ascertainments  "  of  the  seventeenth  century  in  the  Maryland 
County  Court  records  impress  one  with  the  decidedly  local  character 
of  the  roads  of  that  period,  and  the  absence  of  the  extensive  highways 
of  later  times.  A  similar  contrast  with  present  conditions  is  to  be 
seen  in  the  dispersion  of  the  colonial  population  and  the  non-existence 
of  the  many  towns  that  are  now  to  be  found  throughout  the  state. 
Both  these  contrasts,  it  will  appear,  have  the  same  explanation. 

The  colonists  early  felt  the  lack  of  some  depots,  or  centers  of  com- 
merce, and  endeavored  to  supply  them.  A  description  of  Maryland 
written  in  the  year  1670-1  states  that — 

"  The  Inhabitants  (being  in  number  at  present  about  16000)  have 
begun  the  building  of  several  Townes,  which  in  a  few  yeares  'tis  hoped 
may  come  to  some  perfection;  as  Calverton,  Herrington  and  Harvy- 
Town,  all  Commodiously  seated  for  the  benefit  of  Trade  and  Con- 
veniency  of  Shipping;  but  the  principal  Town  is  Si.  Maryes,  seated 
on  St.  George's  River,  being  beautified  with  divers  well-built  Houses, 
and  is  the  chief  place  or  seate  of  Trade  for  the  Province" 

Soon  the  Legislature  took  up  the  idea,  and  within  a  few  decades 
after  1683  ordered  the  erection  of  over  one  hundred  "  towns,"  all 
upon  tidewater.2  Within  a  quarter  of  a  century,  however,  most  of 
them  had  disappeared;  some,  indeed,  had  never  actually  existed;  some 

1  Blome,  E.  "A  description  of  the  Island  of  Jamaica;  with  other  Isles 
and  Territories  in  America,  to  which  the  English  are  related."  London, 
1672,  p.  165. 

3  Bacon's  Laws,  1683,  chap.  v. 


126  HIGHWAY    LEGISLATION    IN    MARYLAND 

•died  a  lingering  death;  some  were  "  untowned,"  as  a  subsequent  act 
expressed  it,  by  the  Assembly.  That  these  fiat  towns  should  fail  was 
inevitable.  "  The  innumerable  rivers  and  creeks,"  says  Dr.  Wil- 
helm,  "  that  ramify  the  state  like  the  arterial  system  of  the  body 
caused  the  canoe  and  the  pinnace  to  supersede  the  cart  and  the  car- 
riage, and  prevented  the  growth  of  the  cross-road  settlements  as  in  the 
other  colonies,  and  forced  the  planters  to  do  their  merchandising  at  the 
tide-water  settlements."  Not  until  the  colonists  had  sought  new 
lands  away  from  the  waterside  could  roads  take  the  place  of  rivers, 
and,  concentrating  at  points  of  vantage,  foster  in  a  natural  growth  the 
towns  which  refused  to  spring  into  life  at  the  bidding  of  the  Legis- 
lature. 

THE  "WESTWARD  MOVEMENT. 

During  the  royal  government  of  the  province  "  immigration,  the 
principal  cause  of  the  rapid  increase  in  population  of  the  colony  during 
the  preceding  era,  had  in  a  great  degree  ceased."  In  the  second 
quarter  of  the  eighteenth  century  settlement  commenced  anew. 

Just  as  in  1730  the  settlements  in  Pennsylvania  had  pushed  beyond 
Lancaster,  so,  too,  in  Maryland  the  "  westward  movement "  had  begun. 
Prince  George's  county,  set  off  from  Charles  in  1695,3  was  in  its  turn 
reduced  to  definite  limits  by  the  separation  of  Frederick  county  in 
1748.4  In  the  meantime  the  gradual  growth  westward  of  the  colonial 
settlements  is  seen  in  the  records  of  the  Prince  George's  County  Court. 

Coincident  with  this  growth  came  the  extension  of  lines  of  com- 
munication. At  November  Court,  1712,  the  overseer  of  the  New 
Scotland  Hundred  was  directed  to  lay  out  and  clear  a  road  from  the 
forks  of  the  east  branch  of  the  Potomac  to  the  upper  lands  of  Rock 
creek.  Sixteen  years  later  the  inhabitants  of  Monocacy  Hundred 
petitioned  for  a  road  from  the  ford  of  Monocacy  to  the  house  of  Mr. 
Nathan  Wickham.  In  1739  Meredith  Davis  claimed  pay  for  keep- 

1  Wilhelm.     Local   Institutions    of   Maryland.     The    Town,    III.     J.    H.    U., 
-Studies  in  Historical  and  Political  Science,  p.  405. 
-  McMahon,  History  of  Maryland,  p.  273. 
'  McMahon,  p.  92-3.     Bacon's  Laws,  1695,  chap.  xiii. 
4  McMahon,  p.  94.     Bacon's  Laws,  1748,  chap.  xv. 


MARYLAND    GEOLOGICAL    SURVEY  127 

ing  a  ferry  over  Monocacy  on  "  the  wagon  road  that  conies  by  John 
Stull's  to  Monacosy."  And  in  the  same  year  there  was  presented  to 
the  Assembly  the  petition  "  of  several  Inhabitants  at  and  above 
Monocasy  Creek,"  "  others  at  and  about  the  Blue  Ridge  alias  Chen- 
andore  Mountain,"  others  "  about  Monocasy  above  the  Mountains  of 
Potomac  River,"  and  still  others  of  ""  Potomac  River  on  the  back  parts 
of  Virginia,"  praying  that  "  a  good  wagon  road  might  be  made 
at  the  public  charge  from  the  several  places  aforementioned  to  the 
city  of  Annapolis  .  .  .  for  the  more  easy  carriage  of  their  grain,  pro- 
visions and  other  commodities."  The  economic  importance  of  such 
a  connection  was  apparently  not  appreciated  by  the  Lower  House, 
which  delayed  consideration  of  this  petition  to  another  session.* 

THE  MONOCASY   [MONOCACY]   ROAD. 

The  section  of  Maryland  mentioned  in  the  petition  just  quoted  had 
for  some  time  been  connected  with  Philadelphia  by  an  important 
route  of  travel  and  traffic  known  as  the  Monocasy  Road.  This  led 
from  the  western  part  of  Virginia  across  the  Potomac  near  the  mouth 
of  Conococheague  creek,  passing  near  Frederick  and  through  Mo- 
nocasy, a  German  settlement  supposed  to  have  been  near  the  town 
now  called  Oreagerstown,  to  the  Pennsylvania  line.3  It  is  said  that 
this  road  was  originally  an  old  Indian  trail,  later  used  extensively  for 
pack-horse  travel  and  by  missionaries  as  a  route  connecting  the 
western  part  of  Virginia  with  the  German  settlement  in  Pennsylvania.4 
In  1739  the  Monocasy  Road,  or  certainly  the  Pennsylvania  part  of 
it,  was  laid  out  as  a  wagon-road,  connecting  at  Lancaster  with  the 
road  from  Philadelphia.  From  Lancaster  it  ran  westward,  crossing 
the  Susquehanna  at  Wright's  Ferry,  now  Wrightsville,  thence  through 
the  settlement  upon  the  Big  Codorus,  afterwards  laid  out  as  York, 
thence  through  Hanover,  crossing  the  Maryland  line  near  Kreutz- 

1  The  Records  of  the  County  Court  of  Prince  George's  county  repose  in 
the  attic  of  the  Courthouse  at  Marlboro,  mixed  up  with  a  ton  or  so  of  old 
paper,  cases,  accounts,  etc. 

1  L.  H.  Journals,  1720  to  1739,  May  14. 

1  Schulz.     First  Settlements  of  Germans  in  Maryland,  pp.  5-6. 

*  Gibson  (Ed.).     History  of  York  Co.,  Pa.,  p.  321. 


128  HIGHWAY    LEGISLATION    IN    MARYLAND 

miller's  Mill  on  Conewago  creek,  and  so  to  the  Potomac  as  described 
above.1 

This  early  connection  with  Philadelphia  had  done  much  to  develop 
this  part  of  Maryland.  In  1745,  the  town  of  Frederick  was  laid  out 
on  lands  belonging  to  Daniel  Dulany  of  Annapolis,  who  had  the 
economic  welfare  of  Maryland  much  at  heart.  Other  settlements 
had  preceded  this,  and  many  followed.  The  soil  was  excellent,  and 
one  might  see  "  turkish  corn  [maize  or  Indian  corn]  almost  without 
manure,  with  stalks  ten  and  more  feet  long."  Soon  highways  were 
cleared  between  Frederick  and  Annapolis  and  between  Frederick  and 
Baltimore.! 

TRAVEL  NORTH  AND  SOUTH. 

Meanwhile  closer  and  more  frequent  communication  was  being 
established  between  Maryland  and  her  neighbors  on  the  north  and 
south.  Between  the  years  1705  and  1748  no  less  than  fifteen  ferries 
across  the  Potomac  river  into  Maryland  were  established  by  the  Assem- 
bly of  Virginia.4  From  Philadelphia,  Jonathan  Dickinson  writes,  in 
1717:°  "  We  have  a  settled  post  from  Maryland  and  Virginia  unto  us, 
and  goes  through  all  our  northern  colonies,  whereby  advices  from 

'Gibson  (Ed.).  History  of  York  Co.,  Pa.,  p.  514.  It  is  probably  the  Mo- 
nocasy  Road  that  is  set  down  on  the  map  as  the  "  Great  Philadelphia  Wag- 
gon Road."  In  the  Post  Map  of  New  England,  New  York,  New  Jersey  and 
Pennsylvania,  by  Moll,  dated  1730,  which  is  one  of  the  earliest  to  contain 
any  indication  of  roads,  this  highway  is  continued  only  as  far  south  as  the 
Maryland  line.  Not  much  later  it  was  paralleled  by  one  from  Winchester 
in  Virginia  to  Shippensburg,  Pa.,  across  Maryland,  further  to  the  west. 

3  Schulz.     First  Settlements,  etc.,  p.  7. 
8  Ibid.,  p.  12. 

4  See  Hening's  Statutes  at  Large,  passim,  and  especially  the  Ferry  Act  of 
1748,  vi,  Hening,  18.     Some  of  the  more  important  of  these  Ferries  were: 

1705.     Col.  Wm.  Fitzhugh's  in  Stafford  Co.,  Va. 
1720.    From  Col.  Rice  Hoe's  to  Cedar  Pt.,  Md. 

1732.    From  just  below  Quantico  Creek  to  Col.  Geo.  Mason's  in  Md. 
1740.    From  Dieg's  Neck,  Prince  William  Co.,  Va.,  to  the  lower  side  of 
Pamunky  in  Prince  George's  Co.,  Md. 

1744.  Evan  Watkins,  opposite  mouth  of  "  Canagochego." 

1745.  Wm.  Clifton,  Fairfax  Co.,  Va.,  to  Prince  George's  Co.,  Md. 
1755.    From  land  of  Thos.  Swearingen  in  Frederick  Co.,  Va. 
1755.     From  land  of  Lawrence  Washington  in  Stafford  Co.,  Va. 

5  Watson.     Annals  of  Philadelphia,  vol.  ii,  p.  392. 


MARYLAND    GEOLOGICAL    SURVEY  129 

Boston  unto  Williamsburg  in  Virginia  is  complete  in  four  weeks,  from 
March  to  December,  and  in  double  that  time  in  the  other  months  of 
the  year."  Ten  years  later,  "  the  mail  to  Annapolis  is  opened  to  go 
once  a  fortnight  in  summer  and  once  a  month  in  winter,  via  New 
Castle  &c.,  to  the  Western  Shore,  and  back  to  Eastern  Shore;  man- 
aged by  William  Bradford  in  Philadelphia,  and  by  William  Parks  in 
Annapolis." 

Maps,  newspapers  and  almanacs  likewise  make  clear  the  constant 
increase  of  travel.  The  maps  are  more  detailed.  Another  map  by 
Moll  of  the  same  date  (1730)  as  that  mentioned  above  shows  very 
roughly  the  post-road  from  Philadelphia  across  the  Susquehanna  and 
by  the  heads  of  the  other  rivers  to  Annapolis,  thence  to  Marlboro, 
thence  to  Stafford  C.  TL,  in  Virginia, 

The  maps  of  Evans  (1749)2  and  of  Fry  and  Jefferson  (1757)  indi- 
cate the  main  lines  of  travel  through  Maryland,  and  show  that  a  con- 
siderable choice  of  route  was  possible.  Also  the  Maryland  Gazette 
contains  many  advertisement's  illustrating  the  increase  of  intercolonial 
communication. 

In  Evans'  map  the  post-road  runs  from  the  Potomac  to  London 
Town,  passing  near  Annapolis,  with  branches  to  and  from  that  city, 
forming  a  triangle;  then  across  the  Magothy,  with  one  branch  passing 
around  the  head  of  Patapsco  by  Elkridge,  and  another  crossing  the 
Patapsco  directly,  and  meeting  the  first  at  New  Town;  thence  to 
Joppa,  the  mouth  of  the  Susquehanna,  Northeast,  and  Hollingsworth, 
whence  one  branch  goes  to  Ogle  Town,  Pennsylvania,  and  another 
to  New  Castle,  Delaware.  Another  road  branches  off  just  west  of 
the  Delaware  line,  and  runs  south  to  Georgetown,  upon  the  Sassafras, 
and  thence  to  New  Town. 

Fry  and  Jefferson's  map  shows  some  variations  from  the  others.  The 
post-road  crosses  the  Potomac  at  Belhaven,  or  Alexandria,  and  so  to 
London  Town  and  Annapolis.  This  is  met  at  the  Patuxent  by  another 
road  frAm  Charlestown  [Port  Tobacco]  passing  through  Upper  Marl- 

1  Watson.     Annals  of  Philadelphia,  vol.  ii,  p.  392. 

-  Mathews.  Maps  and  Map-makers  of  Maryland.  Maryland  Geol.  Survey, 
vol.  ii,  pp.  337-^SS. 


130  HIGHWAY    LEGISLATION    IN    MARYLAND 

boro.  The  route  -is  then  similar  to  Joppa,  passing  to  the  northwest  of 
the  old  site  of  Baltimore  Town  upon  Bush  river,  then  to  the  Susque- 
hanna,  Principio,  Charlestown  and  New  Castle.  The  route  down  the 
Eastern  Shore  is  also  given. 

In  June,  1729,  John  Carnan,  at  Bohemia  Landing,  advertises  that 
in  addition  to  a  sloop  and  hands  for  the  trade  of  the  Chesapeake  Bay, 
he  likewise  keeps  carts  and  horses  for  carrying  goods  by  land  between 
the  two  bays  of  the  Delaware  and  Chesapeake,  that  is,  between  Apo- 
quinomy  and  Bohemia  Landing.  At  a  later  time,1  William  Clifton, 
of  Fairfax  county,  Va.,  declares  that  all  persons  "  may  there  be 
assured  of  a  ready  Passage  over  Potomack  River,  and  Good  Entertain- 
ment for  Man  and  Horse;  and  as  the  Eiver  is  narrower  in  that  part 
than  below  it  may  reasonably  be  allowed  the  most  convenient  and 
short  road  from  Annapolis  to  Williamsburg."  The  distances  are 
given  as  follows : 

Miles. 

Annapolis  to  South  River  Ferry ' 4 

thence  "  Queen  Anne  9 

"  Marlboro  9 

"  Broad  Creek  16 

"  said  Clifton's  Ferry  in  Va 2 

"  Occoquan  Ferry 16 

"  Acquia 18 

"  Fredericksburg  Ferry 16 

"  Caroline  C.  H 20 

"  Burk's  Ordinary  13 

"  New  Castle  27 

"  New  Kent  C.  H 20 

"  Fremeaux  Ordinary  - 14 

"  Williams  16 

In  all     200 

Poor  Richard's  Almanac  for  1733  gives  "A  Description  of  the 
Highways  &  Roads  From  Annapolis  in  Maryland  to  Philadelphia," 
145  miles  thus  accounted : 

1  Maryland  Gazette,  1746,  August  19. 
-  Inn  or  Hotel. 


MAUYLAND    GEOLOGICAL    SURVEY  K51 

Miles. 

Annapolis  to  Patapsco  Ferry 30 

thence      "  Gunpowder  Ferry    20 

"  Susquehanna     25 

"  "  Principio  Iron-works    3 

"  North  East   6 

"  Elk  River  7 

"  New  Castle    17 

"  "  Christine  Ferry   5 

"  Brandywyne    1 

"  Naamans    Creek    9 

"  Chester    5 

"  Derby     9 

"  Philadelphia    8 

THE  DEVELOPMENT  OF  NORTHERN  MARYLAND. 

With  the  development  of  the  means  of  intercourse  came  thicker- 
settlement.  The  northern  part  of  the  province  now  began  to  be  set- 
tled rapidly.  An  extensive  tobacco  trade  made  the  town  of  Joppa  on 
the  Gunpowder  river  for  many  years  the  commercial  center  of  north- 
ern Maryland,  and  the  numerous  "  Joppa  roads  "  testify  to  the  im- 
portance of  these  highways  to  the  development  of  the  town.  The 
decline  of  Joppa  was  due  to  a  variety  of  causes,  one  of  which  was  the 
natural  advantage  in  situation  possessed  by  Baltimore,  which  owes  its 
later  development  to  influences  similar  to  those  that  had  built  up  the 
older  port. 

Settlements  increased  also  upon  the  borderland  between  Maryland 
and  Pennsylvania,  the  debatable  ground  of  Maryland  history.  About 
1741,  a  way  was  opened  between  the  settlement  on  the  Conewago, 
Hanover,  and  that  on  the  Patapsco,  Baltimore  Town.1  This  is  the 
road  shown  on  the  maps  as  "  Patapsco  Road"  and  probably  followed 
in  the  main  the  route  of  the  present  Hanover-Reisterstown-Baltimore 
road,  with  a  branch  road  running  to  Elkridge.  The  settlers  in 
York,  Pennsylvania,  also  saw  the  advantage  of  communication  with 
the  Chesapeake.  "  The  people,"  writes  James  Logan  from  Stenton 
to  Thomas  Penn,  in  August,  1743,  "  are  very  intent  on  ye  thing  and 
have  opened  a  road  to  Patapsco.  Some  trading  gentlemen  there  are- 

1  Gibson  (Ed.).     History  of  York  Co.,  Pa.,  p.  514. 


132  HIGHWAY    LEGISLATION    IN    MARYLAND 

desirous  of  opening  a  trade  to  York  and  ye  Country  adjacent.  The 
inhabitants  seem  willing  to  close  with  them;  and  ye  shortness  of  ye 
cut  not  being  above  45  miles;  from  Philadelphia,  they  are  about  90 
miles,  besides  ye  Ferriage  over  ye  Susquehanna." 

The  efforts  of  the  trading  gentlemen  apparently  met  with  suc- 
cess, for  "  as  long  ago  as  1751,  in  the  month  of  October,  no  less  than 
sixty  wagons  loaded  with  flaxseed,  came  down  to  Baltimore  from  the 
back  country."  Five  years  later,  sixty-one  overseers  were  appointed 
by  the  Justice,  each  for  one  section  of  the  road.3  The  resources  of 
the  interior  had  been  discovered,  highways  to  the  waterside  had  been 
begun,  and  the  development  of  Baltimore  was  assured. 

PACKHORSE  vs.  WAGON. 

The  beginning  of  the  westward  movement  was  accompanied  by  a 
gradual  change  from  packhorse  to  wagon  transportation.  This  change 
was  accomplished  against  strenuous  opposition  on  the  part  of  the  pack- 
horse  owners;  just  as  a  century  later  the  wagoners  themselves  used  in 
vain  every  effort  to  resist  the  extension  of  the  railroads.  A  resident 
of  Shearman  Valley,  Pa.,  who  died  in  1830,  "  aged  nearly  one  hundred 
years,  having  lived  a  long  life  there  among  the  Indians,  .  .  .  remem- 
bered seeing  the  first  wagon  arrive  at  Carlisle,  arid  the  indignation  it 
excited  amongst  the  packers,  as  likely  to  ruin  their  trade! — even  the 
widening  of  the  roads  when  first  ordered,  offended  them !  " 

The  first  wagons,  constructed  at  a  period  prior  to  the  general  devel- 
opment of  iron-manufacture,  were,  it  is  said,  made  entirely  of  wood, 
the  wheels  being  "  sawed  from  trunks  of  the  gum  or  buttonwood 
tree."  Improved  vehicles  came  with  the  larger  production  of  iron, 
especially  after  the  Assembly  of  Maryland  had  extended  its  aid  to  the 
iron-industry. 

1  Gibson  (Ed.).     History  of  York  Co.,  Pa.,.p.  514. 
*  Morse,  J.     The  American  Geography,  p.  466. 

3  Balto.  Co.  Court  Proceedings,  1756,  508ff. 

4  Watson.     Annals  of  Philadelphia,  vol.  ii,  p.  122.     "  The  pack-horses  used 
to  carry  bars  of  iron  on  their  backs,  crooked  over  and  around  their  bodies — 
barrels  were  hung  on  them,  one  on  each  side." 

5  Schulz.     First  Settlement  of  Germans  in  Maryland,  p.  19. 


MARYLAND  GEOLOGICAL  SURVEY  133 

THE  FRENCH  AND  INDIAN  WAR. 

In  the  year  1749  Col.  Thomas  Cresap  of  Maryland,  Lawrence  and 
Augustine  "Washington  an<}  Thomas  Lee  of  Virginia,  John  Hanbury 
of  London,  merchant,  and  many  other  gentlemen  of  the  two  colonies 
and  mother-country,  obtained  a  charter  from  the  British  Government, 
under  the  name  of  The  Ohio  Company.1  Into  the  broader  history  of 
this  corporation  it  is  here  unnecessary  to  enter;  by  its  scheme,  how- 
ever, of  trading  with  the  far  west,  this  company  originated  an  idea 
which  later  was  realized  in  the  National  Road,  the  Chesapeake  and 
Ohio  Canal,  and  the  Baltimore  and  Ohio  Railroad.  In  all  these 
enterprises  the  state  of  Maryland  was  particularly  interested;  hence 
an  inquiry  is  warranted  into  the  relations  of  the  Ohio  Company  and 
of  the  French  and  Indian  War  to  the  development  of  highways  in 
Maryland. 

EXPLORATION  OF  THE  OHIO  COUNTRY. 

In  1749  Christopher  Gist  was  employed  by  the  new  company  to 
explore  the  Ohio  country.  Leaving  Wills  Creek,  where  the  company 
next  year  built  a  stone  house,  on  October  31,  Gist  followed  an  old 
Indian  trail,  then  the  only  route  through  the  wilderness,  and  after  a 
wide  detour  to  the  west  and  southwest  returned  some  months  later.1 
Two  years  afterward  Thomas  Cresap,  who  had  settled  at  a  deserted 
Indian  village  known  as  the  Shawanese  Old  Town,  "  undertook  to 
lay  out  the  course  of  a  good  road  from  Wills  Creek  to  the  mouth  of 
the  Monongahela,  now  Pittsburg.  He  .employed  as  his  assistant  a 
friendly  Indian,  named  Nemacolin." 

About  this  time  the  French  Governor  of  Canada  hastened  to  take 
every  precaution  to  keep  the  English  out  of  the  Ohio  country  and 
establish  the  French  there.4  So  open  and  energetic  were  the  move- 
ments of  the  French  that  the  Virginia  government  decided  upon  im- 
mediate opposition.  Accordingly,  in  1753,  George  Washington,  then 
barely  twenty-one  years  of  age,  was  ordered  to  proceed  to  the  fort 

1  Lowdermilk.     History  of  Cumberland,  p.  27. 
*  Lowdermilk,  pp.  27-8. 

3  Lowdermilk,  p.  29. 

4  Ibid.,  p.  40. 

9 


134  HIGHWAY    LEGISLATION    IN    MARYLAND 

erected  by  the  French  upon  the  Ohio  river,  to  deliver  to  its  com- 
mander a  letter  from  the  Governor  of  Virginia,  and  incidentally  to 
gather  all  the  information  he  could  concerning  the  strength  of  the 
French  and  the  attitude  of  the  Indian  tribes.1  Upon  this,  his  first 
public  mission,  Washington  proceeded  to  Wills  Creek,  Maryland,  over 
what  five  years  before  was,  "  I  believe,  ye  worst  road  that  ever  was 
trod  by  man  or  beast."  He  left  Wills  Creek,  in  company  with  Chris- 
topher Gist,  November  15,  1753,  and  returned  to  Williamsburg  on 
January  16,  1754,  with  a  letter  from  the  French  Commandant  to 
Governor  Dinwiddie.  The  Governor  and  Council  of  Virginia  then 
"  unanimously  concluded  that  immediate  steps  should  be  taken  to 
repel  the  invasion  of  the  French  by  force  of  arms." 

"  SHADDOCK'S  ROAD." 

The  expedition  now  fitted  out  was  put  under  the  leadership  of  Col. 
Joshua  Fry,  with  Washington  second  in  command.  Since  Colonel 
Fry  was  killed  as  the  result  of  a  fall  from  his  horse  before  he  arrived 
at  Wills  Creek  the  entire  responsibility  fell  upon  Washington,  who  had 
gone  ahead  with  the  main  body  of  the  little  army.  From  Winchester 
to  Wills  Creek,  Washington  was  obliged  to  build  the  roads  as  he  went 
and  to  make  them  passable  for  his  horses  and  wagons;  and  he  was  bit- 
terly disappointed  upon  his  arrival  at  Wills  Creek  to  find  that  no  pro- 
vision had  been  made  for  transporting  the  ammunition  and  stores 
across  the  mountains.4  As  it  was  impossible  to  stay  where  he  was  he 
resolved  to  push  forward  to  the  storehouse  of  the  Ohio  Company  at 
Redstone  Creek  and  there  to  erect  fortifications  and  wait  for  reinforce- 
ments. Sixty  men  were  sent  ahead  to  make  a  road  along  the  route 
blazed  by  Nemacolin  and  Col.  Cresap,  three  years  before.  This  road 
was  afterwards  known  as  Braddock's  Road;  but  it  was  really  con- 
structed by  Washington  as  far  as  the  Great  Meadows,  and  "  was  the 
first  road  built  across  the  mountains." 

1  Lowdermilk,  p.  41. 

3  Washington's  Journal,  1748. 

3  Lowdermilk,  p.  45. 

4  Lowdermilk,  pp.  48-9. 

5  Lowdermilk,  p.  53.     Mr.  L.  "  walked  over  several  miles  of  this  road,  start- 
ing at  Cumberland,  in  the  summer  of  1877,  and  clearly  traced  it  as  far  as 


MARYLAND    GEOLOGICAL    SURVEY  135 

Braddock's  Expedition. 

General  Braddock  arrived  in  Hampton  Roads  February  20,  1755.1 
He  proceeded  to  Williamsburg  and  then  to  Alexandria,  where  he 
held  a  conference  with  certain  of  the  Colonial  Governors.1  The  year 
before,  Governor  Sharpe  of  Maryland  who,  before  General  Braddock's 
coming,  was  in  charge  of  the  military  operations  against  the  French, 
had  ordered  the  construction  of  a  new  road  from  Rock  Creek  to  Wills 
Creek.8  This  was  probably  the  road  chosen  for  the  regiment  under 
Colonel  Dunba-r,  which  was  ordered  to  proceed  to  Frederick  in  Mary- 
land by  the  following  route: 

Miles. 

To  Rock  Creek   — 

To  Owen's  Ordinary  15 

To  Dowdens   15 

To  Frederick   15 

45  4 

However,  it  is  difficult  to  see  just  how  Dunbar  obeyed  the  direc- 
tion, "  Within  a  few  miles  of  the  Minocasy  across  the  Minocasy  in  a 
Float." 

Another  regiment,  commanded  by  Sir  Peter  Halkett,  went  direct 
from  Alexandria  to  Winchester,  Ya.,  following  this  course: 

the  Six  Mile  House,  on  the  National  Eoad.  The  route  pursued  on  leaving 
Wills  Creek  was  along  the  valley  in  which  Green  St.  extended  now  lies,  the 
same  being  the  exact  course  of  the  old  National  Pike.  About  a  hundred 
yards  east  of  Mr.  Steele's  house,  and  just  where  the  Cresaptown  Road  now 
leads  off  southward,  the  road  which  Washington  followed  bore  slightly  to 
the  North,  and  ran  in  almost  a  perfectly  straight  line  to  nearly  the  top  of 
Wills  Mountain,  involving  a  very  heavy  grade  and  from  there  descended 
to  the  level  of  the  Old  Pike  at  Sandy  Gap.  In  many  respects  the  road  was 
admirably  chosen;  it  is  as  plain  to-day  as  it  was  a  hundred  years  ago  not- 
withstanding trees  of  more  than  a  foot  in  diameter  are  growing  thickly  in 
its  bed.  Having  been  used  for  sixty-five  years,  as  the  only  road  to  the  West, 
until  1818,  when  the  National  Pike  was  built,  it  became  well  worn  "  (p.  52). 

1  Lowdermilk,  p.  104. 

2  Ibid.,  pp.  104-5. 

*  Maryland  Archives.     Correspondence  of  Governor  Sharpe,  vol.  i,  pp.   77 
and  97. 

*  Braddock's  Orderly  Book.     (Appendix  of  Lowdermilk,  pp.  18-19.) 


136  HIGHWAY    LEGISLATION    IN    MARYLAND 

Miles. 

To  ye  old  Court  House 18 

To    Mr    Colemans    on    Sugar    Land    Run    where    there    is    Indian 

Com,  &c 12 

To  Mr  Miners    15 

To  Mr  Thompson  ye  Quaker  wh  ye  is  3000  wt  corn 12 

To  Mr  They 's  ye  Ferry  of  Shanh 17 

From  Mr  They's  to  Winchester 23 

97  ' 

April  21  the  General  arrived  in  Frederick,  Maryland,  where  he 
was  joined  by  "Washington,  whom  he  had  appointed  his  aide-de-camp. 
Here  Braddock  discovered  that  he  needed  more  wagons,  and  Franklin 
undertook  to  supply  them.2 

"  On  the  30th  of  April  (1755)  Braddock  left  Fredericktown  with 
his  staff  and  a  body-guard  of  light  horse.  Before  leaving  Alex- 
andria he  had  purchased  of  Governor  Sharpe  a  chariot,  one  of  the 
cumbersome  carriages  of  that  day,  and  was  making  his  journey  with 
a  great  deal  of  style  which  would  have  been  better  suited  to  the 
cultivated  districts  of  England.  He  quickly  discovered  that  the  road 
was  ill-adapted  to  a  conveyance  of  that  character,  and  did  not  hesi- 
tate to  express  his  opinion  by  damning  it  heartily." 

The  route  followed  by  Col.  Dunbar's  regiment  was 

April.  Miles. 

29th.     From  Fredk  on  ye  road  to  Conogogee 17 

30th.     From  that  halting  place  to  Conogogee 18 

May. 

1st.     From  Conogogee  to  John  Evens 16 

2nd.     Kest. 

3rd.     To  the  Widow  Baringer 18 

4th.     To  George  Polls    9 

5th.     To  Henry  Enock's   15 

6th.     Eest. 

7th.     To  Cox's  at  ye  mouth  of  little  Cacaph 12 

8th.     To  Col.  Cresaps  8 

9th.     To  Wills  Creek 16 

Total   129* 

1  Braddock's  Orderly  Book.     (Appendix  of  Lowdermilk,  p.  23.) 

2  Governor   Morris    had    written    from    Philadelphia   to    Governor    Sharpe, 
"  there  is  a  very  good  wagon  road  from  this  city  to  Watkins  Ferry  on  Po- 
tomack,"  probably  referring  to  the  "  Monocasy  Road  "  already  spoken   of. 
It  was  by  this  route  no  doubt  that  Franklin  sent  to  Braddock  the  needed 
wagons. 

3  Lowdermilk,  p.  114. 

4  Braddock's  Orderly  Book.     (Appendix  of  Lowdermilk,  p.  27.) 


MARYLAND    GEOLOGICAL    SURVEY  137 

From  Wills  Creek,  or  Fort  Cumberland,  the  army  followed  the 
road  made  by  Washington  in  the  campaign  of  1754  and  first  blazed 
by  Cresap  and  Nemacolin  in  1751;  but  through  the  "Narrows"  at 
Cumberland  Lieutenant  Spendelow  opened  a  new  road  along  the  east 
bank  of  Wills  Creek,  crossing  the  creek  just  above  the  mouth  of  Brad- 
dock  run  and  rejoining  the  old  road  five  miles  west  of  Cumberland. 
Along  this  new  road  part  of  the  army  marched. 

"  The  difficulties  of  the  march  soon  brought  the  General  to  appre- 
ciate the  apprehension  of  Washington;  the  steep  mountains,  rocky 
roads,  and  ugly  ravines  incident  to  this  new  country  were  all  beyond 
his  anticipations.  It  became  necessary  to  double  up  the  teams  in 
order  to  pull  the  wagons  up  the  rough  grades ;  in  some  instances  even 
this  was  impracticable,  the  seamen  being  obliged  to  draw  them  up  by 
means  of  ropes  and  pulleys.  Not  more  than  three  or  four  miles  a  day 
could  be  made  and  in  order  to  avoid  a  further  delay,  where  already 
weeks  of  precious  time  had  been  lost,  Braddock  eventually  yielded  to 
Washington's  advice  and  sent  back  many  of  his  wagons,  taking  the 
animals  for  packhorses,  and  transporting  his  stores  in  the  only  prac- 
ticable manner." 

ROAD  FROM  FORT  FREDERICK  TO  FORT  CUMBERLAND. 

After  the  erection  of  Fort  Frederick  had  begun  in  1756,  the  neces- 
sity of  a  short  route  from  Fort  Frederick  to  Fort  Cumberland  soon 
became  apparent.  Governor  Sharpe  favored  it,2  and  upon  the  failure 
of  the  army  to  perform  the  work,  he  brought  the  necessity  of  con- 
structing this  work  before  the  Assembly.  In  December,  1758,  after 
the  capture  of  Fort  Du  Quesne,  a  committee  was  ordered  to  inquire 
the  cost  of  connecting  Fort  Frederick  and  Fort  Cumberland  by  a 
wagon-road  and  their  report  was  as  follows: 

"  Your  committee3  have  made  an  Enquiry  into  the  situation  of  the  present 
wagonroad  from  Fort  Frederick  to  Fort  Cumberland,  and  are  of  the  opin- 
ion that  the  distance  by  that  Road  from  one  Fort  to  the  other  is  at  least 
Eighty  miles,  and  find  that  the  wagons  which  go  from  one  Fort  to  the 
other  are  obliged  to  pass  the  Potowmac  River  twice,  and  that  for  one  third 
of  the  year  they  can't  pass  without  boats  to  set  them  over  the  river. 

^owdermilk,  pp.  138-9. 

J  Maryland  Archives.     Correspondence  of  Governor  Sharpe,  vol.  ii,  p.  206. 

3  Assembly  Proceedings,  Dec.  15,  1758,  p.  74. 


138  HIGHWAY    LEGISLATION    IN    MARYLAND 

"  Your  committee  1  have  also  made  an  Enquiry  into  the  condition  of  the 
Ground  where  a  road  may  most  conveniently  be  made  to  go  altogether  upon 
the  North  Side  of  the  Potowmack,  which  will  not  exceed  the  distance  of 
Sixty-two  miles  at  the  expense  of  250  Ibs.  current  money  as  may  appear 
from  the  following  Estimate,  viz.: 

"  An  Estimate  of  the  Expense  of  clearing  Road  from  Fort  Frederick  to 
Fort  Cumberland,  and  the  Several  Different  Stages: 

For  clearing  from  £  s,  d. 

Fort  Frederick  to  Licking  Creek,  3%  miles 0  0  0 

Licking  Creek  to  Praker's  Creek,  8y2  miles 12  0  0 

Praker's  to  Sideling  Hill  Creek,  12  miles 16  0  0 

For  a  bridge  over  Sideling  Hill  Creek 60  0  0 

Sideling  Hill  Creek  to  Fifteen  Mile  Creek,  4  miles. . .  22  0  0 

Fifteen  Mile  Creek  to  Town  Creek,  15  miles 140  0  0 

Town  Creek  to  Col.  Cresaps,  a  good  road,  4  miles. . .  0  0  0 
Col.  Cresaps  to  Fort  Cumberland,  wants  clearing,  15 

miles    .                                              0  0  0 


250  0  0 

"  Your  committee  are  of  the  opinion  that  a  road  through  Maryland  will 
contribute  much  to  lessen  the  expense  of  carrying  Provisions  and  warlike 
stores  from  Fort  Frederick  to  Fort  Cumberland,  and  will  induce  many 
people  to  travel  and  carry  on  a  trade  in  and  through  the  Province,  to  and 
from  the  back  country." 

Governor  Sharpe  and  the  Assembly  for  some  time  disagreed  con- 
cerning this  and  other  appropriations,  but  the  new  road  was  finally 
authorized.  More  significant  than  its  timely  construction,  however, 
is  the  fact  that  the  utility,  and  indeed,  the  necessity  of  an  easy  com- 
munication between  the  Ohio  country  and  the  East  was  popularly  un- 
derstood even  at  that  early  date.  The  cardinal  importance  of  this 
idea,  though  forgotten  by  many,  was  ever  present  to  Washington,  and 
to  him,  perhaps  more  than  to  any  one  else,  was  due  the  ultimate  attain- 
ment of  a  great  highway  across  the  Alleghanies. 


INTERNAL  IMPROVEMENT  AND  LATER  HIGHWAY 
LEGISLATION. 

In  Maryland  the  period  intervening  between  the  Erench  and  In- 
dian War  and  the  Eevolution  was  a  time  of  intense  political  excite- 
ment. The  passage  of  the  Stamp  Act  called  forth  many  champions 

1  Assembly  Proceedings,  Dec.  15,  1758,  p.  74. 


MARYLAND    GEOLOGICAL    SURVEY  139 

of  the  colonial  rights,  among  whom  was  the  younger  Dulany,  whose 
"  Considerations  on  the  Propriety  of  Taxing  America  "  was  often 
quoted  by  the  elder  Pitt  in  his  speeches  in  defense  of  the  colonies.1 
Hardly  had  this  excitement  been  allayed  by  the  repeal  of  the  ob- 
noxious legislation  when  local,  but  no  less  bitter,  controversies  arose 
to  absorb  the  public  interest  until  differences  at  home  were  at  last 
merged  in  the  greater  issues  of  the  Revolution. 

Under  these  circumstances  it  is  remarkable  that  time  was  found  to 
initiate  a  policy  of  internal  improvement  which  was  interrupted, 
indeed,  by  the  Revolution,  but  which  afterwards  was  steadily  pur- 
sued until  the  development  of  the  steam  railroad. 

CANAL  SCHEMES. 

The  pre-revolutionary  period  was  productive  of  ideas  rather  than  of 
accomplishments.  The  project  of  extending  commercial  intercourse 
by  artificial  waterways  was  not  a  novel  one.  A  canal  to  cross  the 
Eastern  Shore  peninsula  had  been  proposed  in  the  days  of  Augustine 
Herrman,  but  after  his  death  the  scheme  seems  to  have  been  aban- 
doned. Canal  schemes  were  revived,  however,  in  the  decade  pre- 
ceding the  Revolution.  In  1768,  Sir  Henry  Moore  planned  a  canal 
for  the  Mohawk  Valley  in  New  York;  the  next  year  Richard  Henry 
Lee  laid  before  the  Assembly  of  Virginia  a  similar  proposition  in 
regard  to  the  Potomac,2  and  a  year  later  investigations  were  made 
under  the  authority  of  the  American  Philosophical  Society  with  a 
view  to  opening  water-communication  between  the  bays  of  Chesa- 
peake and  Delaware.8 

1  Tyler.     The  Literary  History  of  the  American  Revolution,  vol.  i,  pp.  lllfl. 

*  Chevalier.  Histoire  et  Description  des  Voies  de  Communication  aux 
Etats  Unis,  vol.  i,  p.  131.  Paris,  1840.  The  idea  of  improving  the  naviga- 
tion of  the  Potomac  had  originated  with  George  Washington  as  a  result  of 
the  acquaintance  with  the  character  and  resources  of  the  Ohio  country 
which  he  had  gained  during  the  French  and  Indian  War.  After  the  Revolu- 
tion the  matter  was  again  urged  by  Washington,  and  the  "  Potomac  Com- 
pany "  formed — an  event  of  great  significance  for  the  future  national  de- 
velopment. (Acts  of  Assembly,  1784,  chap,  xxxii.) 

Almost  contemporaneous  was  the  incorporation  of  the  Susquehanna  Com- 
pany for  the  purpose  of  making  that  river  navigable.  (1783,  chap,  xxix.) 

8  Trans.,  o.  s.,  vol.  i,  Philadelphia,  1770. 


140  HIGHWAY  LEGISLATION  IN  MARYLAND 

HIGHWAY  LEGISLATION. 

It  was,  however,  to  highway  rather  than  to  canal  improvement  that 
the  Assembly  of  Maryland  directed  their  attention.  Hitherto  the 
legislation  regarding  highways  had  been  comprehended  in  two  or  three 
fundamental  laws  variously  amended  and  supplemented,  but  from 
1765  on,  one  is  confronted  with  a  continuous  increase  in  the  number 
of  road-laws  mainly  due  to  the  growth  of  population ;  the  divergence  in 
the  needs  of  different  sections  of  the  state,  making  uniformity  no 
longer  practicable;  and  the  demand  for  improved  and  shortened  roads. 
To  present  in  detail  all  the  laws  enacted  as  a  result  of  these  influ- 
ences is  neither  necessary  nor  profitable,  and  surely  not  interesting. 
In  the  complexity  of  subsequent  legislation,  however,  it  is  possible 
to  distinguish  certain  general  ideas  or  principles  in  accordance  with 
which  a  classification  such  as  the  following  may  be  adopted: 

1.  Laws  regarding  single  roads. 

2.  Laws  regarding  groups  of  roads. 

3.  Legislation  for  separate  counties. 

4.  General  legislation  for  the  state. 

5.  The  development  of  the  turnpike  system. 

6.  Legislation  for  the  National  Road. 

The  first  four  divisions  relate  especially  to  legislation  near  the  close 
of  the  eighteenth  century,  while  the  fifth  and  sixth  are  more  closely 
associated  with  the  development  at  the  beginning  of  the  present  cen- 
tury. The  latter  will  be  discussed  at  somewhat  greater  length. 

LAWS    REGARDING    SINGLE    ROADS. 

The  laws  concerning  single  roads  began  with  the  passage  in  1765 
of  an  act1  to  establish  a  road  from  Hunting  Creek  in  Dorchester 
county  to  Dover  in  Talbot  county;  in  1774  followed  an  act 2  requiring 
the  justices  of  Somerset  county  to  appoint  persons  to  lay  out  a  road 
from  the  Free  School  in  Somerset  county  through  the  forest  to  Den- 
ston's  Dams,  there  to  intersect  the  main  road  leading  from  Princess 
Anne  to  Snow  Hill. 

1  Chap.  xv.  2  Chap_  xxv. 

Unless  otherwise  indicated  references  are  to  Acts  of  Assembly. 


MARYLAND    GEOLOGICAL    SURVEY 

After  the  Revolution,  the  number  of  laws  of  this  sort  steadily^m1" 
creased;  it  is  possible,  nevertheless,  to  distinguish  some  differences  in 
kind  which  may  be  best  illustrated  by  a  few  examples. 

The  first  includes  laws  for  roads  which  at  the  present  day  would  be 
considered  private  roads.  Six  acts  of  the  year  1783  exhibit  this 
peculiarity.  These  provide  for  a  road  from  the  windmill  and  dwell- 
ing of  Nathaniel  Manning,  of  Dorchester  county; *  a  road  from  John 
Goff's  Mill  in  Frederick  county; 2  a  road  from  Dr.  Ephraim  Howard's 
tilting-forge  at  Elkridge; 8  the  fourth  a  road  from  "William  Mat- 
thew's Mill  in  Baltimore  county; 4  in  these  four  cases  to  the  nearest 
main  road ;  a  public  road  in  Baltimore  county,  to  form  a  cross-connec- 
tion between  two  main  roads; "  and  another  mill-road  in  Dorchester 
county."  For  each  of  these  a  separate  law  was  enacted. 

Page  after  page  of  the  statute-books  is  filled  with  these  laws  con- 
cerning roads  to  mills,  plantations,  churches,  iron-works,  forges,  and 
many  other  places  of  a  special  or  individual  character.  In  cases  where 
the  new  roads  were  especially  advantageous  to  individuals  those  so 
benefited  were  usually  made  responsible  for  their  preservation  and 
repair. 

Another  class  of  laws  relates  to  the  construction  of  more  important 
roads.  These  sometimes  connected  a  town  with  some  previously  exist- 
ing highway.  In  1782,  for  example,  the  construction  of  a  main  road 
was  authorized  "from  Elizabethtown  [Hagerstown],  in  Washington 
County,  through  Charlton's  Gap  in  the  South  Mountain,  on  a  strait 
line,  till  it  intersects  the  road  leading  from  Frederick-town  to  York- 
town  in  Pennsylvania,"  which  "  would  facilitate  the  carriage  of  pro- 
duce "  from  the  western  country  to  Baltimore,  "  by  which  means 
the  subjects  of  this  State  would  be  better  enabled  to  pay  their  taxes, 
and  would  increase  the  trade  of  the  State  in  general." 

Other  roads  connected  a  town  with  a  watercourse.  Such  a  road 
was  the  highway  from  the  town  of  Talbot  in  Talbot  county  to  Cow 
Landing,  on  Third  Haven  Creek,  for  which  provision  was  made  in 
1787." 

1  1783,  chap.  v.         *  Chap.  vi.          3  Chap.  xv.          *  Chap.  xi.     Nov.  Session. 

5  Chap,  xii,  Nov.  Session.  8  Chap,  xiv,  Nov.  Session. 

7  Chap.  xli.     April  Session.  •  Chap.  xxiv.     December  Session. 


142  HIGHWAY    LEGISLATION    IN    MARYLAND 

Still  others  joined  one  town  with  another.  In  1796  a  committee 
of  gentlemen  from  Prince  George's  and  Queen  Anne's  counties  and 
Annapolis  was  appointed  to  examine  the  country  between  Washing- 
ton and  Annapolis  and  to  ascertain  the  best  route  for  a  road  to  con- 
nect the  two  cities.1  The  next  year,  1797,  other  commissioners  were 
authorized  to  lay  out  the  road  as  reported,  at  the  expense  of  the  two 
counties.2 

In  a  third  group  may  be  classed  laws  establishing  or  recognizing 
as  public  highways  roads  previously  existing.  In  1792,  the  road 
"  from  time  immemorial "  leading  from  Baltimore  to  Frederick  by 
Dillon's  Fields,  Ellicott's  Upper  Mills,  Cumming's  new  buildings, 
Fox's  the  Eed  Horse  Tavern,  Cook's  Tavern,  and  Poplar  Spring,  was 
definitely  established  as  a  public  road.3 

To  a  fourth  class  may  be  assigned  a  few  laws  regarding  two  roads 
that  marked  the  boundary  line  between  two  adjoining  counties.  In 
1792  2  certain  commissioners,  three  from  Dorchester  county  and  two 
from  Caroline  county,  were  appointed  to  open  a  main  road  and  change 
the  old  road,  formerly  the  divisional  line  of  the  two  counties,  the  new 
road  to  serve  the  same  end.  In  1801  certain  4  similar  changes  were 
made  in  the  divisional  road  between  Somerset  and  Worcester  counties. 

In  a  fifth  class  may  be  included  those  laws  which  refer  to  roads 
constructed  at  a  later  date  to  serve  as  cross-connections  between  lines 
of  turnpike  roads.  Such  a  road  was  authorized  by  an  act  of  1799  5 
to  run  from  Widow  Mortar's  tavern  on  Hanover  turnpike  by  George 
Kerlinger's  mill  and  Hoofman's  grist  and  paper-mill  to  Benedict 
Hunt's  tavern  on  the  York  turnpike. 

Laws  relating  to  roads  of  a  chiefly  historical  interest  may  form  a 
sixth  class.  Such  was  the  old  Monocacy  road,  which  is  the  subject 
of  one  act  of  1789. '  The  same  provision  was  made  for  the  repair  of 
the  road  from  Port  Tobacco  to  Leonardtown,  one  of  the  oldest  roads 
in  the  state.7 

Finally,  in  a  seventh  class,  may  be  mentioned  the  post-roads,  par- 
ticularly the  main  road  between  the  North  and  the  South,  which 
required  not  a  little  legislation.  In  1787  commissioners  were  ap- 

1  Chap.  xci.        2  Chap.  xxxv.        «  Chap.   xix.        *  Chap.  vi.        «  Chap.  liv. 
*  Chap.  vii.     December  Session.  7  Chap.  xii. 


MARYLAND    GEOLOGICAL    SURVEY  143 

pointed  to  open  and  amend  the  post-road  from  Havre  de  Grace  to  Bal- 
timore-town, and  to  erect  a  toll-bridge,  for  which  they  might  pay  by 
collecting  money  by  private  subscriptions,  or  by  a  lottery,  or  by  pledg- 
ing the  tolls  to  be  collected.1  That  this  legislation  was  not  as  suc- 
cessful as  might  have  been  hoped  will  appear  hereafter. 

Very  similar  to  the  legislation  for  single  roads  and,  therefore, 
appropriately  included  under  the  present  heading,  is  that  concerning 
bridges.  These  laws,  of  which  it  is  unnecessary  to  give  specific  exam- 
ples, made  provisions  for  bridges  of  varying  kinds  and  importance. 
Some  acts  order  the  erection  and  repair  of  necessary  bridges  by  the 
counties  in  which  they  are  situated ;  others  confer  charters  for  bridges 
upon  private  persons  or  upon  corporations. 

The  constant  interference  of  the  General  Assembly  in  these  pri- 
vate and  often  unimportant  cases  is  to  be  explained  by  the  limited 
powers  of  the  County  Courts.  As  the  counties,  one  by  one,  obtained 
separate  laws,  the  powers  of  their  courts  were  greatly  increased,  and 
the  burden  of  the  legislature  correspondingly  lightened.  This  sub- 
ject will  be  more  appropriately  treated  under  a  later  head. 

LEGISLATION   FOR    GROUPS   OF    ROADS. 

The  first  movement  towards  the  improvement  of  the  material  and 
bed  of  the  roads  in  Maryland  was  expressed  by  legislative  provision 
for  the  construction  or  repair  of  groups  of  important  market  roads. 

In  1774,  "  an  improvement  of  the  principal  Market  Roads  in  the 
Counties  of  Anne  Arundel,  Baltimore,  and  Frederick,"  would,  it  was 
thought,  "  render  the  Intercourse  and  Carriage  between  the  Parts  of 
the  Province  distant  from  Navigation,  and  the  Places  from  whence 
the  produce  of  those  parts  were  and  might  be  most  conveniently  ex- 
ported, much  easier  and  cheaper,  whereby  Trade  would  be  increased 
and  the  Settlement,  Cultivation  and  Improvement  of  Lands  would  be 
encouraged  and  promoted."  Part  of  the  bills  of  credit  to  be  issued 
in  pursuance  of  a  previous  act  was  therefore  appropriated  for  a  loan 
to  the  inhabitants  of  Anne  Arundel,  Baltimore  and  Frederick  coun- 

1  Chap.  xxix.  Slight  changes  were  made  by  acts  of  1791,  chap,  xxxi,  and 
1796,  chap.  Iviii;  and  the  act  of  1800,  chap.  Ix,  altered  the  course  of  the  road 
between  Bladensburg  and  Washington. 


144  HIGHWAY    LEGISLATION    IN    MARYLAND 

ties,  in  sums  not  exceeding  $2,000,  $10,666.66,  and  $8,000  for  these 
counties,  respectively,  "  towards  opening,  straightening,  widening, 
repairing  and  putting  in  order  the  following  roads,  viz. : 

"  The  road  leading  from  the  mouth  of  Conococheague  Creek  to  Frederick 
Town,  crossing,  the  South  Mountain  at  the  Gap  commonly  called  Turner's 
Gap,  the  road  from  Hagerstown  to  intersect  the  said  road  at  or  near  the 
Western  Side  of  the  South  Mountain. 

"  The  road  from  Frederick-Town  leading  by  Dowdens  to  George-Town. 

"  A  road  from  the  mouth  of  Watts  Branch  to  George-Town  aforesaid. 

"  The  road  from  Frederick-Town  leading  over  Hues  Ford  on  Monocasy  and 
crossing  Patuxent  Eiver  at  Green's  Bridge  to  Annapolis. 

"  The  road  from  Frederick-Town  leading  over  the  said  Ford  over  Mo- 
nocasy, and  crossing  Patapsco  at  or  near  Hoods  Mills  to  Baltimore-Town. 

"  A  road  leading  from  the  Catoctin  Mountain  through  the  Pipe  Creek  Set- 
tlement by  Roysters  (Eeisters-town)  to  Baltimore-Town  aforesaid. 

"  The  road  from  Koysters  to  Hanover  as  far  as  the  Province  Line. 

"  These  roads  are  divided  into  eleven  districts,  for  each  of  which  three  su- 
pervisors are  appointed  and  the  maximum  amount  thereon  to  be  expended 
definitely  fixed.  The  supervisors  are  to  employ  laborers  or  to  contract  with 
others  to  do  the  work,  and  draw  their  orders  on  the  Commissioners  for 
emitting  Bills  of  Credit,  for  the  money  to  be  expended. 

For  the  repayment  of  the  Bills  of  Credit,  the  Sheriffs  of  the  respective 
Counties  are  to  collect  per  annum — 

In  Anne  Arundel 4  Ibs.  of  tobacco 

In  Baltimore  12  Ibs. 

In  Frederick   8  Ibs. 

from  each  taxable  inhabitant,  and  are  to  sell  the  same  in  August  of  each 
year  in  open  court. 

The  supervisors  are  to  have  the  roads  well  cleared,  grubbed  and  stoned, 
40  feet  wide — except  the  road  leading  to  Annapolis,  which  is  to  be  30  feet 
wide — and  cause  all  necessary  bridges  and  causeways  to  be  made,  and 
trenches  and  ditches  to  be  cut  for  draining  off  the  water.  The  roads  when 
completed  are  to  be  public  roads." 

A  peculiar  provision  is  that  "  in  the  middle  of  the  Watts  Branch — George- 
Town  road,  until  it  intersects  the  Frederick-George-Town  road,  large  posts 
shall  be  well  set  up  in  sight  of  and  not  exceeding  100  yards  distance  from 
each  other.  When  this  road  is  finished,  no  wagon  or  carriage  of  burthen 
with  wTieels  of  a  less  tread  than  5  inches,  shall  pass  upon  the  part  of  this 
road  that  lies  to  the  North  of  the  posts  erected,  under  a  penalty  of  20s.  cur- 
rent money. 

The  supervisors  are  empowered  to  call  for  a  jury  of  condemnation  to 
assess  the  value  and  damages  of  improved  land  through  which,  in  their  esti- 
mation, it  is  necessary  for  the  road  to  pass."  1 

A  law  of  1787  2  provided  that  several  turnpike  roads  should  be  laid 
out  in  Baltimore  county.     One  of  these  was  to  go  toward  Frederick 

1 1774,  chap.  xxi.  2  Chap,  xxiii. 


MARYLAND  GEOLOGICAL  SURVEY. 


VOLUME   III,  PLATE  XIII. 


Fro.  1.— BREAKING   STOKE    BY    HAND,    WASHINGTON   COUNTY, 


Tilt  Friedenwald  Co. 
FlO.  2.— HAULING   WITH    TWO-WHEEL   OX-CARTS,    PORT   TOBACCO,    CHARLES   COUNTY. 

SURVIVALS  OF  EARLY  ROAD-METHODS. 


MARYLAND    GEOLOGICAL    SURVEY  145 

Town;  one  to  Reisterstown,  branching  there  in  one  direction  to  Win- 
chester Town  [Westminster  ?],  and  in  another  to  Hanover,  Pennsyl- 
vania, and  a  third  road  was  to  go  to  York.  For  some  time,  however, 
little  progress  was  made  on  these  roads  and,  as  they  were  really  turn- 
pike roads,  a  detailed  treatment  of  them  may  be  left  to  a  later  section. 
In  1790  some  of  the  principal  market  and  post-roads  in  Cecil,  Bal- 
timore, Montgomery,  Frederick  and  Washington  counties  were 
thought  to  be  "  very  indirect,  much  out  of  repair,"  and  to  require 
considerable  improvement.  Therefore,  an  act '  was  passed  to  im- 
prove the  following  roads : 

(1)  From  Susquehanna  Lower  Ferry  to  the  Ford  at  the  Furnace,  thence 
to  Charlestown,  thence  to  the  bridge  at  the  head  of  North  East,  and  thence 
through  Elk-town  towards  Christiana  to  the  Delaware  line  [the  Post  Road]. 

(2)  From  the  head  of  Elk  to  Rock  Creek,  to  head  of  Bohemia,  to  War- 
wick, to  head  of  Sassafras. 

(3)  From  Baltimore  Town,  westward  of  Randallstown  through  the  "  bar- 
rens "  of  Baltimore  County  towards  Liberty-Town  as  far  as  the  Frederick 
County  Line,  thence  to  Frederick,  crossing  the  Monocacy  at  the  Ferry  next 
above  the  mouth  of  Israel's  Creek. 

(4)  From  the  end  of  Patrick  Street,  Frederick,  crossing  the  Washington 
County  Line  by  Peter  Bainbridge's,  to  Elizabeth-Town  [Hagerstown]. 

(5)  From  Middletown  to  Williams-port,  by  way  of  Turner's  Gap. 

(6)  From  Williams-port  to  Elizabeth-Town. 

(7)  From  Elizabeth-Town  through  Charlton's  Gap  in  the  South  Mountain, 
to  Liberty-Town,  nearly  intersecting  the  road  from  Baltimore. 

(8)  From  Elizabeth-Town  to  Hancock-Town. 

(9)  From  Frederick  over  Rice's  Ford  on  Monocacy  by  Hobbs,  through  Bal- 
timore County  to  the  line  of  Anne  Arundel,  to  meet  the  turnpike  to  Fred- 
erick provided  for  by  the  law  of  1787.2 

(10)  From  Frederick  to  Harper's  Ferry. 

(11)  From  Frederick  to  Georgetown. 

(12)  From  Georgetown  to  the  mouth  of  Monocacy,  thence  to  the  Court 
House  of  the  said  County. 

(13)  From  Elizabeth-town  to  the  Pennsylvania  Line,  in  Nicholson's  Gap. 
To  cover  the  expense  the  Justices  of  Cecil,  Frederick,  and  Washington 

Counties,  were  to  levy  not  more  than  3s.  9d.  on  every   £100  of  assessable 
property,  and  the  Justices  of  Montgomery  County,  not  more  than  2s.8 

The  next  year,  1791,  witnessed  the  enactment  of  several  "  group  " 
laws,  of  which  the  most  important  was  that  "  to  strengthen  and  amend 

1  Chap,  xxxii.  *  Chap,  xxiii. 

*  See  laws  of  1791,  chap.  Ixxxii;  1793,  chap,  xl;  1795,  chap,  xxviii;  1797,  chap. 
xxix;  1798,  chaps,  xxxii,  xlix;  1799,  chap,  xxxii;  1800,  chap,  xxii,  all  of  which- 
in  some  way  modify  this  act. 


146  HIGHWAY    LEGISLATION    IN    MARYLAND 

the  public  roads  in  Harford  county,  and  for  other  purposes."     This 
act  provided  for  the  roads  specified  as  follows: 

(1)  From  the  Pennsylvania  Line  at  the   intersection   of  the   road   from 
Peach  Bottom  Ferry  over  the  Susquehanna,  to  Thomas  Underbill's  mill  on 
Deer  Creek. 

(2)  From  Bald  Friars  Ferry  to  Belle  Air,  thence  towards  Baltimore,  to 
the  Baltimore  County  Line  at  the  Little  Falls  of  Gunpowder. 

(3)  From  Belle  Air  to  Lower  X  Roads,  thence  to  Smith's  Ferry  on  the  Sus- 
quehanna.1 

In  1793  five  commissioners  were  appointed  to  lay  out  several  roads 
from  Denton,  the  seat  of  justice  of  Caroline  county,  to  different  parts 
of  that  county,2  to  be  added,  when  completed,  to  the  public  roads. 

These  "  group  "  laws  seem  to  mark  a  transitional  stage  in  the  high- 
way legislation  of  the  state.  As  they  anticipated  the  turnpike  laws 
in  requiring  improvement  of  the  road-beds,  so  they  were  in  some  cases 
closely  allied  to  county  laws.  The  two  laws  last  cited  exhibit  this 
characteristic.  In  these  cases  the  Legislature  seems  to  have  wished 
to  give  to  the  county  a  start  by  the  construction  of  the  more  important 
roads,  leaving  the  future  care  of  them  to  the  county.  But  with  the 
establishment  of  complete  county  road-laws  and  the  development  of 
the  turnpikes,  the  necessity  for  this  class  of  legislation  appears  to  have 
passed  away,  and  few  examples  of  "  group  "  laws  of  any  importance 
are  to  be  found. 

LEGISLATION  FOR  SEPARATE  COUNTIES 

After  the  French  and  Indian  "War,  the  rapidity  with  which  the 
settlements  increased  in  northern  Maryland  soon  made  that  section 
one  of  the  most  prosperous  in  the  Province.  As  was  indicated  in  the 
preceding  division,  the  "  principal  market  roads,"  for  which  special 
provision  was  first  made  by  a  "  group  "  law,  lay,  to  a  large  extent,  in 
Baltimore  county.  So,  eight  years  before,  the  need  of  an  improve- 
ment of  local  transportation  in  Baltimore  county  led  to  the  passage  of 
the  first  county  law. 

1  Chap.  Ixx.  Other  "  group  "  laws  passed  in  1791  were,  chap,  xxx  for  cer- 
tain mill  roads  in  Baltimore  county;  chap,  liii  for  certain  roads  in  Anne 
Arundel  county. 

2 1793,  chap.  liv. 


MARYLAND    GEOLOGICAL,    SUKVEY  147 

In  1766 *  the  inadequacy  of  the  laws  for  the  maintenance  of  high- 
ways in  Baltimore  county  was  recognized,  and  the  justices  were  au- 
thorized to  appoint  as  many  overseers  as  they  thought  necessary,  and 
these  were  empowered  to  hire  a  sufficient  number  of  laborers  for  the 
repair  of  the  roads.  To  cover  the  expense  a  tax  of  10  Ibs.  of  tobacco 
per  poll  was  laid  upon  all  the  taxable  inhabitants  of  the  county,  be- 
sides the  sheriff's  salary  of  6  per  cent  for  collection. 

The  overseers  were  to  receive  6  Ibs.  of  tobacco  per  day  and  render 
accounts  to  the  justices.  Carts  or  wagons  loaded  with  iron  ore  should 
not  pass  within  five  miles  of  the  iron-works  to  which  they  belonged, 
except  when  starting  upon  or  returning  from  a  longer  journey,  unless 
the  felloes  of  their  wheels  were  five  inches  broad  at  the  least.  No 
new  gates  were  to  be  erected  on  or  over  any  public  road  where  then 
there  were  none. 

This  act,  it  will  be  observed,  substitutes  in  Baltimore  county  the 
employment  of  hired  labor  paid  for  by  a  fixed  tax  for  the  compulsory 
attendance  required  by  the  earlier  general  law.  It  is  notable,  also,  as 
the  beginning  of  separate  legislation  for  the  different  counties;  since 
its  enactment  a  permanent  general  system  has  not  prevailed. 

The  counties  of  Anne  Arundel  and  Frederick  were  provided  with 
separate  laws  by  one  section  of  the  act  of  1774  2  mentioned  above.  The 
overseers  and  taxables  in  these  counties  were  made  chargeable  to 
labor  upon  the  highways,  generally  for  not  more  than  six  months  in 
each  year.  It  was  made  permissible,  however,  for  any  one  personally 
chargeable,  or  responsible  for  others,  to  employ  substitutes,  and  such 
substitution  was  made  imperative  in  the  case  of  "  every  female  negro 
for  whom  he  [the  master]  shall  be  chargeable."  It  is  curious  that 
special  provision  was  made  for  eight-hour  labor. 

When,  after  the  Revolution,  the  state  returned  with  vigor  to  the 
development  of  its  natural  resources,  the  necessity  for  the  improve- 
ment of  local  communication  became  urgent.  Consequently  the  ten- 
dency to  separate  legislation  heralded  by  the  acts  to  which  reference 
has  been  made  becomes  more  and  more  apparent.  In  1791*  the  Jus- 

1  Chap,  xxxii.     An  Act  for  Amending  and  Repairing  the  Public  Roads  in 
Baltimore  County. 
*  1774,  chap.  xxi.  *  Chap.  Ixvi. 


148  HIGHWAY    LEGISLATION    IN    MARYLAND 

tices  of  Cecil  county  were  empowered  to  "  streighten  and  amend  "  the 
public  roads,  to  appoint  commissioners  to  inspect  them,  and  to  levy  not 
more  than  2s.  6d.  current  money  for  the  first  year,  and  not  more  than 
Is.  6d.  for  succeeding  years,  on  every  £100  of  assessable  property  in 
the  county.  They  were  to  pay  the  proceeds  thereof  to  the  commis- 
sioners, who  should,  within  four  months,  lay  out,  etc.,  the  roads  for 
which  they  were  appointed,  and  return  plats  of  the  same,  receiving  for 
their  service  a  reasonable  compensation. 

The  Court  is  to  agree  for  necessary  land  at  a  rate  not  exceeding  £3  per 
acre;  if  such  agreement  is  impossible,  there  shall  be  issued  a  warrant  to 
the  sheriff  to  summon  a  jury  of  condemnation,  of  12  freeholders.  The  Com- 
missioners are  given  power  to  appropriate  funds,  and  if  expedient,  to  accept 
the  substitution  of  labor  for  the  payment  of  the  tax.  The  Justices  are  em- 
powered to  appoint  one  or  more  supervisors  to  superintend,  direct  and  con- 
tract for  the  making  of  the  roads.  Every  supervisor  has  to  bond  for  at 
least  double  the  amount  for  which  he  is  responsible,  and  is  to  render  an 
account  to  the  Justices  yearly,  receiving  9s.  6d.  per  diem  of  actual  em- 
ployment. 

The  Commissioners  are  given  power  to  contract  in  writing  with  any  per- 
son or  persons  for  the  necessary  bridge  or  road-building.  The  provisions 
of  the  "  group  "  law  of  1790  *  are  repealed  so  far  as  they  relate  to  Cecil 
county. 

The  complications  of  this  method  of  highway  administration  may 
account  for  its  modification  two  years  later.  In  1T932  the  annual 
tax  for  Cecil  county  was  raised  to  3s.  9d.  on  every  £100,  the  commis- 
sioners were  dispensed  with,  and  their  powers  were  transferred  to  the 
supervisors  appointed  by  the  court.  Meanwhile  similar  laws  were 
enacted  for  Harford  8  and  Queen  Anne's  counties. 

Attempts  at  Uniformity. 

The  next  year,  1794,  witnessed  an  important  attempt  to  satisfy  the 
various  wants  of  the  counties  in  one  law  by  prescribing  uniform 
methods  of  administration,  with  different  rates  of  taxation/ 

The  existing  laws  regarding  road  management  were  characterized 
as  "  inadequate,  partial  and  unjust,"  and  the  Justices  of  Peace  in  the 
respective  counties  were  authorized  to  levy  on  each  £100  of  property, 
as  follows : 

1  Chap,  xxxii.  »  Chap.  Ixxiii. 

8 1791,  chap.  Ixx;  1793,  chap.  Ixv.  *  1794,  chap.  lii. 


MARYLAND    GEOLOGICAL    SURVEY  149 

In  Baltimore  county,  not  more  than   Is.  3d.  annually. 

"  Talbot             "  "                3  s.  6  d.  " 

"Somerset        "  "               1  s.  6  d.  " 

"  Cecil1              "  "               3s.  " 

'<  Prince  George's  county         "  3s.  9  d."  " 

"  Queen  Anne's         "  '"                3s.  " 

"Frederick                "  "               3s.  9  d.  " 

"  Harford                     "  "                  3s.  9  d.  " 

"Caroline                  "  "               2s.  6  d.  " 

"  Montgomerj-           "  "                2s.  6  d.  " 

".Allegany                   "  "                3  s.  9  d.  " 

"  Kent                          "  "                2  s.  6  d.  " 

The  Justices  may  permit  the  substitution  of  labor  at  the  regular  rate  for 
payment  of  the  tax.  They  shall  make  out  lists  of  taxables  in  each  hundred 
of  the  county,  and  shall  furnish  the  Collector  with  copies  thereof. 

Upon  the  application  of  two-thirds  of  the  inhabitants  of  the  hundred 
through  which  any  road  passes,  the  Justices  shall  appoint  as  Commission- 
ers three  disinterested  persons,  to  alter  or  straighten  the  roads  not  more 
than  40  feet  wide  clear  of  ditches.  In  case  of  disagreement  as  to  the  value 
the  Sheriff  shall  by  warrant  summon  the  usual  jury  of  12  men  to  assess 
damages.  The  Justices  shall  appoint  supervisors  who  shall  give  bond  for 
the  performance  of  their  duties.  The  laws  of  1704  and  1753  are  repealed, 
as  regards  these  counties.  The  acts  of  1791  for  Cecil  county  and  1793  for 
Queen  Anne's  county  are  repealed;  but  so  much  of  the  acts  of  1787  and  1790 
as  relates  to  Baltimore  county  is  not  repealed. 

This  act  of  1794,  though  professedly  an  attempt  at  uniformity, 
admitted  an  exception  to  the  general  law  by  superimposing,  in  Alle- 
gany county,  the  old  plan  of  compulsory  labor  upon  the  new  methods 
of  a  fixed  county  tax.  Any  person  summoned  might,  however,  com- 
pound at  the  rate  of  3s.  9d.  per  diem,  and  complete  exemption  from 
labor  might  be  obtained  by  the  annual  payment  of  15s.  current 
money. 

The  next  year  the  provisions  of  this  law  were  extended  2  to  Anne 
Arundel  and  Washington  counties,  as  they  had  "  proved  beneficial  "  in 
the  others. 

The  rates  to  be  levied  in  certain  counties  were  changed  as  follows: 

Baltimore   5s. 

Somerset   2s. 

Cecil    6s. 

Kent  3s.  6d. 

1  Special  provision  is  made  that  one-third  of  the  money  levied  on  the  in- 
habitants on  the  east  side  of  Elk  Eun  shall  be  expended  on  the  same  locality. 
*  Chap,  xliii. 
10 


150  HIGHWAY    LEGISLATION    IN    MARYLAND 

The  Justices  of  Baltimore,  Cecil,  Montgomery,  Washington,  Talbot,  Prince 
George's,  Kent,  Somerset,  Frederick  and  Anne  Arundel  were  given  full  power 
to  contract  for  roads,  etc.,  and  to  appoint  persons  to  review  them  when 
finished. 

The  provision  in  the  former  act  as  to  the  distribution  of  the  taxes  is  re- 
pealed as  is  also  the  "  group  "  law  of  1790  *  authorizing  the  Justices  of  Mont- 
gomery county  to  levy  a  tax  of  2s.  on  every  &  100.  This  power  is  now  trans- 
ferred to  the  Levy  Court.  Since  a  sufficient  number  of  hands  cannot  be 
hired  in  Queen  Anne's  and  Caroline  counties,  supervisors  in  these  counties 
are  authorized  to  require  as  many  male  slaves  as  may  be  necessary;  but 
not  more  than  one-half  of  the  number  of  slaves  belonging  to  one  person 
are  to  be  summoned  the  same  day.  Other  unimportant  particulars  follow. 

Reaction  towards  Separate  Legislation. 

By  these  two  acts  a  degree  of  generality  was  given  to  the  law, 
which  now  applied  to  all  the  then  existing  counties  except  St.  Mary's, 
Charles,  Calvert,  Dorchester  and  Worcester.  The  chief  characteristic 
of  the  law  as  now  in  effect  was,  as  has  been  seen,  the  substitution  of  a 
regular  property  tax  for  compulsory  labor  on  the  highways.  One 
would  naturally  expect  to  find  the  remaining  counties  adopting  this 
method,  but  the  exact  opposite  is  the  case,  for  in  the  following  year 
Somerset  county  drops  out,  and,  with  Worcester,  goes  back  to  the  law 
of  1704  with  its  supplements.2  The  system  provided  is  more  detailed 
but  the  principles  are  the  same.  Apparently  the  change  was  not  im- 
mediately successful,  as  the  law  regarding  Somerset  county  was  modi- 
fied four  times  within  the  next  five  years. a  The  same  year 4  some 
alterations  were  made  also  in  the  existing  provisions  for  Cecil,  Talbot 
and  Kent  counties. 

In  Cecil  additional  provisions  were  made  concerning  the  assessment 
of  damages  when  new  roads  were  opened.  In  Kent  and  Talbot  it  was 
found  that  a  sufficient  number  of  hands  could  not  be  hired  at  reason- 
able wages  to  repair  the  public  roads,  which,  therefore,  remained  in  bad 
condition,  while  the  supervisors  were  subjected  to  a  fine  for  neglect. 
The  latter  were  consequently  empowered  to  require  of  owners  as  many 
able-bodied  slaves  as  might  be  necessary  to  work  on  the  roads.5 

1  Chap,  xxxii.  2  1796,  chap.  lix. 

3  By  the  acts  of  1797,  chap.  Ixxxiv;  1798,  chap,  xxxviii;  1799,  chap,  v;  1801, 
chap.  Ixxxiii.  *  1796,  chap.  Ix. 

6  By  the  same  act  the  power  of  contracting  granted  the  courts  in  these 
three  counties  by  the  supplementary  act  of  1795  is  extended  to  roads  laid 
out  prior  to  the  passage  of  that  act. 


MARYLAND    GEOLOGICAL   SURVEY  151 

A  year  later  the  law  for  Talbot  county  is  again  changed,1  the  present 
odes  being  "  too  expensive." 


The  Justices  of  the  Peace  are  to  meet,  and  in  a  well-bound  book  set  down 
what  are  the  public  "roads  of  Talbot  county,  and  nominate  overseers,  not 
more  than  five  in  each  hundred.  A  fine  of  $10  is  provided  for  refusal  to 
act  as  overseer,  but  no  member  of  the  legislature,  magistrate,  preacher  or 
teacher,  nor  practicing  attorney,  nor  physician,  nor  commissioner  of  the 
tax,  shall  be  liable  to  such  service,  nor  shall  any  one  be  liable  to  serve  more 
than  once  in  three  years.  Fines  for  non-performance  of  duty  are  provided, 
and  after  April  1st  following,  all  former  acts  respecting  Talbot  county  are 
repealed. 

In  1798  Caroline  county  2  also  returned  to  the  labor  system,  by 
which  every  free  male  inhabitant  over  twenty-one  years  of  age  was 
made  to  serve  in  road-repairing.  So  Kent  county,  which,  it  has  been 
shown,  began  in  1794 8  with  the  property  tax  system,  changed  the  rate 
in  1795,4  and  in  1796  5  added  compulsory  slave  labor,  now,  in  1799,' 
goes  over  entirely  to  the  labor  system. 

The  overseers  appointed  yearly  by  the  Justices  are  authorized  to  call 
upon  all  free  male  inhabitants  between  the  ages  of  20  and  50  and  upon  all 
male  servants  and  slaves  over  16  to  labor  upon  the  highways.  The  over- 
seers are  given  power  to  contract,  etc.,  and  the  Justices,  to  turn  old  roads 
upon  application.  Not  more  than  one-half  of  the  males  of  any  family  are 
to  be  called  on  at  one  time,  but  all  persons  are  to  be  summoned. 

The  details  of  the  provisions  of  this  act,  the  fourth  respecting  Kent 
county  in  half  a  dozen  years,  might  lead  one  to  suppose  that  some 
progress  had  at  last  been  made  towards  stability  in  road  legislation; 
but  the  exact  opposite  was  the  case.  The  very  next  year,  1800,'  the 
whole  system  was  again  modified. 

"  The  present  law  has  been  found  to  bear  very  unequally  on  the  citizens." 
An  assessment  of  40  cents  on  every  £100  of  property  is  to  be  made,  and 
the  supervisors  are  to  require  of  the   owners  of   slaves  as  many  as  they 
deem  necessary.     For  the  payment  of  the  tax,  labor  may  be  substituted. 

The  various  county  laws  have  now  been  carried  with  some  detail 
from  1766  to  the  end  of  the  century,  and  an  increasing  tendency  to 
diverge  from  the  general  law  has  been  shown  which  is  plainly  due 

1  1797,  chap.  Ixiii.  *  Chap.  xvi.  '  Chap.  lii.  *  Chap,  xliii. 

5  Chap.  Ix.  •  Chap.  Ixxxi.  1  Chap.  Iviii. 


152  UIGHWAY    LEGISLATION    IN    MARYLAND 

to  the  difference  in  local  conditions  and  needs.  Occasional  attempts 
at  uniformity  are  apparent,  but  the  instability  of  these  attempts  is 
equally  clear.  It  is  evident,  however,  that  there  are  two  main  though 
conflicting  ideas  in  the  legislation  of  this  period:  (l)  The  plan  of  rais- 
ing money  for  road-repair  by  a  general  property  tax,  and  the  appro- 
priation of  such  funds  to  the  hire  of  labor  upon  highways;  (2)  com- 
pulsory labor,  whether  of  freemen  or  of  slaves. 

It  would  be  quite  possible  to  discuss  this  county  legislation  to  the 
present  time,  treating  specifically  each  alteration  and  amendment  of 
every  law  for  every  county.  Such  a  treatment  would,  however,  be 
extremely  unprofitable,  as  it  would  deal  chiefly  with  repeals  and  repe- 
titions of  very  similar  laws.1  But  while  the  provisions  for  the  care 
and  repair  of  roads,  the  appointment  of  supervisors,  the  collection  of 
funds,  etc.,  are  constantly  changing,  a  certain  progress  towards  gen- 
eralization is  seen  in  the  increased  powers  given  to  the  various  county 
commissioners  in  regard  to  the  opening,  changing,  and  closing  of 
roads  upon  petition.  That  such  powers  should  be  granted  was  a 
matter  of  necessity.  The  legislation  in  regard  to  single,  private  roads, 
unimportant  from  a  general  standpoint,  was  extensive  at  an  early 
period.  As  population  increased  the  demand  for  new  roads  became 
greater;  and  the  Assembly  seemed  in  danger  of  being  overburdened 
with  the  mass  of  road-legislation  required.  It  was  not  long,  therefore, 
before  the  powers  of  the  county  courts  were  enlarged,  while  efforts 
were  made  to  check  the  demands  upon  the  Assembly's  time  by  regula- 
tions as  to  petitions  for  roads,  compelling  persons  applying  for  roads 
of  a  personal  or  private  nature  to  give  notice  thereof  in  the  news- 
papers, or  by  advertisement  on  the  Court-house  door,  for  four  weeks 
previous  to  such  application.2 

The  extension  of  the  powers  of  the  county  commissioners  was  at 
first  confined  to  particular  counties.  In  1796,"  for  example,  the  levy 
courts  of  Somerset  and  Worcester  counties  were  authorized  to  direct 
the  surveyors  of  their  respective  counties  to  lay  out  new  roads  upon 

1  With  the  exception,  of  course,  of  compulsory  slave  labor. 
1 1813  Eesolve,  No.  8. 
*  1796,  chap.  lix. 


MARYLAND    GEOLOGICAL    SURVEY  153 

the  application  of  all  the  owners  of  the  land  through  which  the  new 
road  must  pass.1 

The  discussion  of  the  general  extension  of  the  powers  of  the  county 
commissioners  must  be  deferred  to  the  following  chapter  on  General 
Legislation.  Meanwhile,  it  should  be  borne  in  mind  that  the  lack 
of  uniformity  to-day  in  provisions  for  the  management  of  county  roads 
is  no  new  thing,  but  dates  back  to  colonial  times,  and  has  resulted 
from  the  various  causes  described  in  the  first  part  of  this  chapter. 

GENERAL    LEGISLATION. 

The  first  road-law  under  the  newly  erected  state  government  was 
passed  in  1779,'  while  the  Revolution  was  still  in  progress.  This, 
an  "Act  relating  to  public  roads,"  established  new  fines:  for  neglect 
of  duty  by  overseers,  £100;  for  refusal  of  laborers  to  work,  £5;  or 
refusal  of  masters  to  send  servants  when  summoned,  £5.  It  also  re- 
pealed the  exemptions  to  iron-workers  granted  by  previous  laws. 

This  act,  with  the  earlier  act  of  1704,3  variously  modified  and  ex- 
tended, remained  for  some  time  the  general  highway  law  of  the  state, 
and  included  provisions  for  all  counties  unprovided  for  by  special 
enactment.  There  were  also  sundry  attempts  to  harmonize  the 
various  needs  of  the  counties  in  one  law  with  special  tax-rates;  but 
these  attempts,  as  has  been  indicated,  were  fruitless,  because  it  was 
impossible  to  get  all  the  counties  to  accept  either  the  fixed  road-tax, 
or  the  system  of  compulsory  labor  upon  the  highways. 

Extension  of  the  Powers  of  the  County  Courts. 

Mention  has  been  made  of  the  extension  of  the  powers  of  county 
courts  relative  to  the  opening  and  closing  of  roads,  etc.  It  was  along 
this  line  that  general  legislation  again  became  practicable.  Accord- 
ingly, the  attempt  to  secure  complete  uniformity  was  relinquished, 

1  The  power  of  altering  old  roads,  upon  petition  of  two-thirds,  of  the  in- 
habitants of  a  hundred,  was  conferred  upon  many  of  the  county  courts  by 
1794,  chap,  lii,  which  see. 

2  Chap.  xiv. 

8  The  law  of  1704,  as  modified  by  1723,  1753,  etc.  (which  see)  was  fre- 
quently continued.  See  1785,  chap.  Ixxvii;  1795,  chap,  xxxvii;  1789,  chap. 
Ixv;  1798,  chap.  Ixxi. 


154  HIGHWAY    LEGISLATION    IN    MARYLAND 

and  the  counties  were  given  as  much  special  legislation  for  the  care 
an$  repair  of  their  roads  as  they  desired,  while  the  provisions  con- 
cerning the  powers  of  the  county  courts,  or  commissioners,  in  regard 
to  opening  new  roads,  etc.,  were  eventually  embraced  in  a  general 
law.  In  1818  1  the  county  courts,  except  in  Worcester  county,  were 
empowered  upon  petition  of  any  person  interested  in  opening,  straight- 
ening, or  shutting  up  a  public  road,  to  issue  a  commission  to  three 
freeholders  to  examine  whether  the  public  convenience  requires  it. 

After  giving1  notice,  these  may  decide,  upon  oath,  for  or  against  the  road. 
The  Court  is  to  pass  judgment  if  no  objection  is  presented,  and  a  trial  by 
jury  is  authorized  in  cases  where  objection  is  made.  The  commissioners 
are  to  ascertain  the  damages,  subject  to  the  order  of  the  Court,  which  is 
to  determine  whether  they  shall  be  paid  by  the  petitioners,  or  by  the  county, 
or  in  proportion  by  both.  The  Levy  Court  is  to  levy  money  for  the  roads 
adjudged  to  be  opened,  etc.,  and  for  the  damages,  and  is  to  cause  the  said 
road  to  be  opened,  etc.  Such  roads  are  to  be  thereafter  public  roads. 

In  1853  there  was  substituted  for  the  law  of  1818  a  much  more 
detailed  act/  which,  with  an  act  of  185 6,8  formed  the  basis  of  the  code 
of  I860,4  and  this,  in  turn,  with  the  addition  of  laws  of  1874  °  and 
1888,"  constitutes  the  present  law  on  this  subject  as  contained  in  the 
Public  General  Laws.7 

Penal  Legislation  and  the  Roads. 

There  remains  a  class  of  legislation  for  some  time  closely  connected 
with  that  concerning  highways.  A  penal  statute  of  1788  8  authorized 
the  erection  of  a  new  Court  of  Oyer  and  Terminer  and  Gaol  Delivery 
in  Baltimore  county.  This  Court  was  ordered  to  condemn  any  per- 
son convicted  of  the  crime  therein  specified,  and  also  any  vagrants, 
to  labor  upon  the  roads  in  Baltimore  county.  The  general  court  and 
the  various  county  courts,  also,  were  authorized  to  sentence  persons 
convicted  before  them  of  the  same  crimes  and  misdemeanors  to  the 
same  penalty  of  labor  upon  the  roads  in  Baltimore  county,  the  expense 
of  their  transportation  to  Baltimore  being  borne  in  the  former  case 

1  Chap.  Ixxxix.  '  1853,  chap.  ccxx.  « 1856,  chap,  cccviii. 

4  Public  General  Laws  (1860)  art.  28.  •  1874,  chap,  cccxi. 

8 1888,  chap,  cccclxvii.          7  Public  General  Laws,  art.  25.          "  Chap.  xi. 


MAE YL AND  GEOLOGICAL  SURVEY  155 

by  the  state,  in  the  latter  by  the  county  so  passing  sentence.  In  addi- 
tion the  county  courts  were  authorized  to  sentence  criminals  to  labor 
upon  the  roads  of  their  own  county,  making  such  provision  for  their 
care  and  expenses  as  they  might  see  fit. 

This,  act  seems  to  have  been  put  into  practice  chiefly  in  Baltimore 
county,  where  the  convicts  were  put  to  work  on  the  main  roads  of  the 
county.  The  turnpikes  undertaken  by  Baltimore  county  were,  to  a 
large  extent,  constructed  by  their  labor,  as  appears  from  the  accounts 
published  from  time  to  time  by  the  commissioners  of  the  roads.  By 
a  resolution  adopted  at  the  session  of  1807,1  the  Justices  of  the  Levy 
Court  were  authorized  to  apply  the  whole,  or  the  necessary  part,  of  the 
dividend  received  by  them  from  the  Baltimore  and  Frederick,  and  the 
Baltimore  and  Reisterstown  roads,  to  the  support  of  the  convicts  work- 
ing upon  the  roads.  Two  years  later *  any  male  convict  heretofore 
condemned  to  labor  on  the  roads  was  allowed  to  pray  the  court  to  com- 
mute his  sentence  to  confinement  in  the  penitentiary. 

When  the  turnpikes  were  surrendered  by  the  county  to  private 
corporations,  the  convicts  were  transferred  to  the  principal  county 
roads.  In  1810,  for  example,  they  were  divided  into  two  lots,  one- 
half  to  work  on  the  Liberty  road,  and  the  other  half  on  the  Bel  Air 
and  the  Philadelphia  post-road.3  Upon  the  further  development  of 
the  penitentiary  system  this  method  of  road-construction  was  aban- 
doned. 

Private  Roads. 

The  laws  treated  above  referred  exclusively  to  public  roads,  and  for 
a  long  time  private  rights-of-way  had  apparently  never  been  made  the 
subject  of  legislation.  In  1785,4  however,  an  act  was  passed  "  To 
declare  and  ascertain  the  right  of  citizens  of  the  State  to  private  roads 
or  ways." 

"Whereas,"  the  preamble  recites,  "  the  citizens  of  this  State  ought  to 
have  a  road  or  way  from  their  farms  and  plantations  to  places  of  public 
worship,  mills,  market-towns,  public  ferries  and  Court-houses.  And  such 
benefit  ought  to  be  enjoyed  and  experienced  with  as  little  possible  dam- 

1  Resolution  No.  1.  2  1809,  chap,  xxxviii. 

*  1810,  chap.  Ixxxviii.  4  Chap.  xlix. 


156  HIGHWAY    LEGISLATION    IN    MARYLAND 

age  or  injury  to  the  lands  through  which  such  private  roads  or  ways  shall 
pass."  The  county  courts  on  application  are  authorized  to  direct  the  sur- 
'veyor  of  their  county  to  lay  out  such  private  road,  etc.,  not  exceeding  16 
feet,  clear  of  ditches,  in  breadth;  upon  objection  of  any  person  through 
whose  land  the  road  may  run  the  court  may  order  such  change  as  they 
may  think  desirable,  shall  direct  the  application  and  return  to  be  recorded, 
and  shall  decide  on  the  compensation  due  to  the  owners  of  the  land  through 
which  the  road  is  to  run,  which  compensation  shall  be  paid  by  the  person 
or  persons  applying  for  the  road.  Thereupon  such  road  is  to  be  considered 
a  private  way,  to  be  kept  open  and  repaired  at  the  expense  of  such  person 
as  shall  use  the  same,  and  no  one  shall  change  or  stop  up  such  road  *  under 
fine  of  £5,  current  money. 

In  1834 l  was  passed  a  new  and  more  detailed  law  for  private  roads. 
This,  together  with  certain  provisions  of  laws  of  1832,1  1836,"  and 
1839,4  was  embodied  in  the  Code  of  I860,8  whence  it  has  been 
re-enacted  into  that  of  the  present  day. 

METHODS  OF  TRAVEL  AT  THE  END  OF  THE  EIGHTEENTH  CENTURY. 

The  extracts  and  references  in  this  and  the  preceding  divisions  are 
typical  of  the  legislation  regarding  highways.  To  learn  the  results 
of  this  legislation,  to  discover  the  actual  conditions  of  travel,  other 
sources  than  the  laws  themselves  must  be  consulted. 

After  the  Revolution  the  maps  are  much  more  detailed  than  in 
earlier  years.  Griffith's  map  of  Maryland  in  particular,  contains  indi- 
cations of  the  more  important  roads,  and  would  admit  of  interesting 
comparison  with  the  knowledge  derived  from  the  laws,  did  space 
permit.  The  almanacs,  which  in  earlier  colonial  days  gave  few 
facts  as  to  the  distances  and  routes  from  colony  to  colony,  are  later 
supplemented  by  detailed  and  exact  road-maps  giving  every  turn  and 
twist  in  the  road.  Such  a  map  is  that  of  Christopher  Colles,  pub- 
lished in  1787,  and  entitled  "  A  Survey  of  the  Roads  of  the  United 
States  of  America."  Plates  51  to  62  give  the  roads  from  Philadelphia 
to  Annapolis,  the  route  being  portrayed  upon  two  or  three  plates  to 
each  page.  Similar  information  is  given  by  the  "  Traveller's  Director 
or  Pocket  Companion,"  published  at  Philadelphia  in  1804,"  which 
includes  a  detailed  description  of  the  route. 

1  Chap,  ccliii.  •  Chap,  ccxcii.  3  Chap.  cclv.  *  Chap,  xviii. 

"Public  General  Laws  (1860),  art.  28,  sec.  29. 

8  In  the  Map  Department  of  the  Congressional  Library  in  Washington. 


MARYLAND   GEOLOGICAL  SURVEY 


VOLUME  III,  PLATE  XIV. 


MARYLAND    GEOLOGICAL    SURVEY  157 

At  the  time  of  the  French  and  Indian  War,  Governor  Sharpe's 
coach-and-four  was  out  of  place  upon  any  other  than  the  main  road 
through  the  province.  In  fact,  before  the  Revolution  carriages  were 
few  in  number,  and  rarely  used  except  in  the  finest  weather.  First- 
rate  saddle-horses  were  much  in  demand,  as  the  newspapers  of  the 
time  plainly  show.  Fox-hunting  and  horse-racing  were  among  the 
principal  diversions,  and  the  raising  and  importing  of  blooded  horses 
received  much  attention.  Members  of  the  Assembly,  lawyers,  actors, 
and  parsons,  and  indeed  all  to"  whom  time  was  important  and  speed 
a  necessity,  preferred  the  activity  of  a  thoroughbred  to  the  lumbering 
"  chariot "  of  these  early  times. 

In  Annapolis  the  use  of  coaches  grew  apace.  The  family  coach, 
with  its  trappings  and  outriders,  was  a  matter  of  pride  in  which  the 
society  of  Annapolis  turned  out  to  every  horse-race,  or  drove  to  Marl- 
boro to  see  the  latest  company  of  players.  "  They  have  light  and 
elegant  carriages  which  are  drawn  by  fine  horses,"  is  the  comment 
of  the  Abbe  Robin  *  on  this  phase  of  Annapolitan  life,  while  Eddis 
writes  just  before  the  Revolution :  "  Our  races,  just  concluded,  con- 
tinued four  days,  .  .  .  and  surprising  as  it  may  appear,  I  assure  you 
there  are  few  meetings  in  England  better  attended  or  where  more 
capital  horses  are  exhibited." 

STAGE-LINES    AND    STAGES. 

A  glimpse  at  the  methods  of  transportation  in  Maryland  towards 
the  beginning  of  this  century,  before  the  turnpikes  had  been  com- 
pleted, might  go  far  to  dispel  any  illusions  as  to  the  "  good  old  times," 
of  which  so  much  is  often  heard. 

Stage-lines  indeed  there  were,  and  had  been,  since  1765,  in  which 
year  the  first  line  of  stage-vessels  and  wagons  was  set  up  to  go  once  a 
week  from  Philadelphia  to  Baltimore  by  way  of  Christiana  and 
French-town  on  Elk  river."  In  1785  the  Maryland  Legislature 
granted  G.  P.  Van  Home  an  exclusive  right  to  keep  stage-carriages 

1  Robin.  Nouveau  Voyage  dans  1'Amerique  Septentrionale,  p.  104  (Phila- 
delphia, 1782). 

'Eddis.     Letters  from  America,  p.  106  (London,  1792). 
*  Watson's  Annals  of  Philadelphia,  vol.  i,  p.  219. 


158  HIGHWAY    LEGISLATION    IN    MARYLAND 

"  on  the  publick  road  from  the  river  Susquehannah  to  the  river  Pa- 
towmack," *  and  five  years  later  Koberfr  Hodgson  and  James  Thomp- 
son 2  were  granted  the  sole  and  exclusive  permission  to  set  up  a  stage- 
line  from  the  Delaware  boundary,  via  Chestertown,  to  Gresham 
College  on  the  bayside  in  Kent  county  by  the  great  public  road  on 
the  Eastern  Shore,  and  were  also  given  a  right,  not  exclusive,  to  run 
stages  from  North  Point  to  Baltimore  Town.  This  route  seems  to 
have  been  popular,  though  stress  of  weather  often  made  delay  in 
crossing  the  Bay  unavoidable.  These  stages  started  regularly  from 
Mr.  Grant's  tavern  in  Baltimore  every  Monday,  "Wednesday,  and 
Friday  morning  and  at  six  o'clock  on  the  same  days  from  Mr.  James 
Thompson's  at  the  Indian  Queen,  Fourth  Street,  Philadelphia." 

Another  favorite  route  was  by  packet  up  the  Chesapeake  and  Dela- 
ware bays,  using  land  transportation  only  across  the  peninsula.  This 
was  a  very  old  and  popular  route,  perhaps  because  it  took  less  time. 
It  was  not  long  before  rival  companies  sprang  up,  one  between  French- 
town  and  Newcastle,  and  the  other  from  Cecil  Court  House  to  New- 
castle.4 

Very  many  other  stage-lines  were  afterwards  opened.  In  1790 
one  was  advertised  between  Baltimore  and  Annapolis.  The  trip  was 
made  three  times  a  week,  the  price  being  10s.  during  the  summer 
season  including  fourteen  pounds  of  baggage.5  There  were  also  many 
stage-lines  from  the  western  country. 

The  vehicle  in  which  one  ventured  upon  such  a  journey  has  been 
minutely  described.  The  coach  "  was  a  sort  of  wagon  on  springs,  an 
open  carriage,  with  a  top  to  it  made  of  boards;  and  on  each  side,  and 
at  the  ends,  curtains,  to  be  let  down,  baize  on  the  inside,  and  a  sort  of 
canvas  on  the  outside,  tied  with  leather  ties  to  the  supporters  of  the 
top,  on  the  sides  and  at  the  bottom,  catching  on  a  sort  of  stud  like  that 
of  a  single-horse  chaise  apron.  The  coach  has  three  seats  within  the 
carriage  and  one  the  coachman  sits  on  before.  Thus  it  carries  twelve 
people,  three  on  each  seat,  as  two  passengers  ride  by  the  side  of -the 

1  Chap.  xiv.  2  Chap,  xxviii. 

3  See  the  newspapers  of  the  period:  e.  g.,  The  Maryland  Journal  and  Bal- 
timore Advertiser,  July  22,  1791. 

*  Maryland  Journal  and  Baltimore  Advertiser,  March  22,  1791. 
5  Maryland  Journal  and  Baltimore  Advertiser,  April,  1790. 


MARYLAND    GEOLOGICAL    SURVEY  159 

coachman;  but  the  mail-coach  carries  only  nine  passengers,  the  mail 
lying  in  the  inside  of  the  coach." 

THE    PAINS    AND    PLEASURES    OF    TRAVEL. 

One  advantage  certainly  was  afforded  by  the  vehicles  of  the  last 
century — time  for  observation.  In  such  a  conveyance  as  has  been 
described,  one  might  travel  at  the  rate  of  4  or  5  miles  in  fine  summer 
weather,  but  in  winter  often  not  more  than  one  mile  an  hour  could  be 
made.  Yet  time  spent  in  this  manner  was  certainly  not  disagreeably 
employed,  for  many  picturesque  scenes  would  present  themselves  to 
the  traveler.  Seated  in  such  a  conveyance,  he  might  be  entertained 
as  was  one  gentleman  in  his  journey  through  Maryland,  on  a  Sunday 
morning  a  century  ago,  at  the  sight  of  girls  riding  to  the  parish  church 
nearby,  escorted  by  a  negro  boy  perched  behind  one  of  the  fair  eques- 
triennes, for  whom  he  jumped  down  every  few  minutes  to  open  the 
numerous  gates  that  barred  the  road,  and  then  nimbly  resumed  his 
seat  without  any  detention  of  the  party.2  On  a  working  day  one  might 
meet  a  long  procession  of  horses,  mules,  or,  more  probably,  oxen,  drag- 
ging hogsheads  of  tobacco  by  pivots  driven  into  each  end  and  shafts 
attached.3 

-  At  another  turn  in  the  road  one  might  barely  escape  collison  with  a 
monstrous  family  coach,  escorted  by  gorgeously-liveried  outriders, 
and  proceeding  on  its  journey  with  more  style  than  comfort  to  its 
occupants.  Again,  there  is  need  to  pull  up  sharply  in  order  to  yield 
the  road  to  the  more  rapid  wagon  or  "  coachee  "  which  has  overtaken 
the  coach,  lumbers  of  carts  are  passing  along,  and  farm-wagons, 
with  high-ribbed  bows  covered  with  canvas,  to  shield  the  farmer  from 
the  sun  by  day  and  the  dews  by  night.  Nearer  Baltimore  Town  one 
meets  large  gangs  of  "  wheelbarrow  men,"  those  convicts  who,  before 
the  institution  of  the  penitentiary  system,  were  condemned  to  labor 
upon  the  highways.  Accompanying  each  group  is  an  overseer,  wear- 

1  Parkinson,  K.  A  Tour  in  America  in  1798,  1799  and  1800,  vol.  i,  pp.  252-3. 
(London,  1805.) 

*  SutclifP,  K.  Travels  in  some  parts  of  North  America  in  the  Years  1804, 
1805  and  1806,  p.  48.  (Philadelphia,  1812.) 

3  Sutcliff.     Travels,  p.  99. 


160  HIGHWAY    LEGISLATION    IN    MARYLAND 

ing  side-arms  and  often  carrying  a  musket.  Here  and  there  are  cabins 
in  which  the  convicts  at  night  are  lodged  or  imprisoned.1 

The  driver  is  a  steady  man  with  a  wonderful  knack  of  avoiding  the 
many  stumps  and  large  trunks  of  trees  that  fill  the  road.  He  guides 
his  horses,  usually  named  after  the  prominent  politicians  of  the  day, 
more  by  the  different  noises  he  makes  than  by  the  use  of  the  reins. 
Stopping  over  night  at  one  of  the  wayside  inns  one  may  get  a  bed 
for  a  quarter  of  a  dollar  the  night.2  It  will  not  do  to  appear  too 
anxious  about  accommodations,  for  the  host,  in  an  injured  tone,  in- 
forms one  gentleman  that  he  need  give  himself  no  trouble  on  that 
score,  because  no  less  than  eleven  beds  may  be  found  in  one  of  his 
rooms."  For  breakfast  or  supper  one  pays  half  a  dollar;  for  dinner, 
one  dollar.  On  the  bill-of-fare  may  be  found  tea,  coffee,  fish,  beef- 
steak, mutton-chops,  sausages,  eggs,  several  kinds  of  bread  and  butter, 
"  cakes  of  buckwheat,  &c." 

Danger,  as  well  as  discomfort,  attends  the  passage  of  the  many 
ferries  which  are  found  on  the  line  of  the  main  road.  If  the  wind  is 
high  the  trip  is  perilous  as  well  as  uncomfortable.  If  the  water  is 
low  we  may  have  to  mount  upon  the  backs  of  sturdy  watermen  and 
so  be  "  toted  "  out,  with  possibilities  of  descent  into  the  mud/'  But 
even  on  land  the  journey  may  be  filled  with  discomfort.  One  traveler 
has  left  a  particularly  dolorous  account  of  his  misfortunes,  experi- 
enced, strange  to  say,  upon  the  main  road  from  Philadelphia  via  Bal- 
timore to  Washington.  His  own  words  must  recount  his  adventures: 
"  But  the  best  cultivated  parts  of  the  country  are  not  seen  from  the 
road,  which  passes  chiefly  over  barren  and  hilly  tracts,  called  '  ridges.' 
The  reason  for  carrying  the  road  over  these  is,  because  it  is  found  to 
be  longer  than  if  carried  over  the  flat  part  of  the  country,  where  the 
soil  is  deep,  a  circumstance  which  the  people  of  Maryland  always 
take  into  consideration;  for  after  a  road  is  once  cut,  they  never  take 
pains  to  keep  it  in  good  repair.  The  roads  in  this  state  are  worse 

1  Tyson,  M.  E.     A  Brief  Account  of  the  Settlement  of  Ellicott's  Mills,  p.  18. 

2  Parkinson's  Tour,  vol.  i,  pp.  253-4. 

8  Weld,  I.,  Jr.  Travels  through  the  States  of  North  America  during  the 
years  1795,  1796  and  1797,  p.  16,  note. 

4  Parkinson's  Tour,  vol.  i,  p.  255. 

5  Sutcliff.     Travels,  p.  59. 


MARYLAND    GEOLOGICAL    SURVEY  161 

than  in  any  one  in  the  Union;  indeed,  so  very  bad  are  they,  that  in 
going  from  Elkton  to  the  Susquehannah  ferry  the  driver  frequently 
had  to  call  to  the  passengers  in  the  stage  to  lean  out  of  the  carriage 
first  at  one  side,  then  at  the  other,  to  prevent  it  from  oversetting  in  the 
deep  ruts  with  which  the  road  abounds :  '  Now,  gentlemen,  to  the 
right,'  upon  which  the  passengers  all  stretched  their  bodies  half-way 
out  of  the  carriage  to  balance  it  on  that  side :  '  Now,  gentlemen,  to 
the  left,'  and  so  on.  This  was  found  absolutely  necessary  at  least  a 
dozen  times  in  half  the  number  of  miles." 

His  comments  on  the  road-construction  of  the  times  are  interesting : 
"  Wherever  they  attempt  to  mend  these  roads,  it  is  always  by  filling 
the  ruts  with  saplings  or  bushes,  and  covering  them  over  with  earth. 
This,  however,  is  done  only  when  there  are  fields  on  each  side  of  the 
road.  If  the  road  runs  contiguous  to  a  wood,  then,  instead  of  mending 
it  where  it  is  bad,  they  open  a  new  passage  through  the  trees,  which 
they  call  making  a  road.  It  is  very  common  in  Maryland  to  see  six 
or  seven  different  roads  branching  out  from  one,  which  all  lead  to  the 
same  place.  A  stranger,  before  he  is  acquainted  with  the  circum- 
stance, is  frequently  puzzled  to  know  which  he  ought  to  take.  The 
dexterity  with  which  the  drivers  of  the  stages  guide  their  horses  along 
these  new  roads,  which  are  full  of  stumps  of  trees,  is  astonishing." 

Speaking  of  the  travel  between  Baltimore  and  Washington,  he 
recites:  "  The  roads  passing  over  these  bottoms  are  worse  than  any  I 
ever  met  with  elsewhere.  In  driving  over  one  of  them,  near  the 
headwaters  of  a  branch  of  Patuxent  river,  a  few  days  after  a  heavy 
fall  of  rain,  the  wheels  of  a  sulky  which  I  was  in  sank  up  to  the  very 
•boxes.  For  a  moment  I  despaired  of  being  able  to  get  out  without 
assistance,  when  my  horse,  which  was  very  powerful,  finding  himself 
impeded,  threw  himself  upon  his  haunches,  and  disengaging  his 
forefeet,  made  a  vigorous  plunge  forward,  which  luckily  disengaged 
both  himself  and  the  sulky  and  freed  me  from  my  embarrassment. 
I  was  afterwards  informed  that  General  Washington,  as  he  was  going 
to  meet  Congress  a  short  time  before,  was  stopped  in  the  very  same 
place,  his  carriage  sinking  so  deep  in  the  mud  that  it  was  found  neces- 
sary to  send  to  a  neighboring  house  for  ropes  and  poles  to  extricate  it. 


162  HIGHWAY    LEGISLATION    IN    MARYLAND 

Over  some  of  these  bottoms,  which  were  absolutely  impassable  in  their 
natural  state,  causeways  have  been  thrown  which  are  made  with  large 
trees  laid  side  by  side  across  the  road.  For  a  time  these 
causeways  afford  a  commodious  passage;  but  they  do  not  last  long, 
as  many  of  the  trees  sinking  into  the  soft  soil,  and  others  exposed  to 
the  continual  attrition  of  the  wagon-wheels  in  a  particular  part,  break 
asunder.  In  this  state,  full  of  unseen  obstacles,  it  is  absolutely  a 
matter  of  danger  for  a  person  unacquainted  with  the  road  to  attempt 
to  run  a  carriage  along  it.  The  bridges  over  the  creeks,  covered  with 
loose  boards,  are  as  bad  as  the  causeways  and  totter  as  a  carriage 
passes  over.  That  the  Legislature  of  Maryland  can  be  so  inactive 
and  not  take  some  steps  to  repair  this,  which  is  one  of  the  principal 
roads  in  the  state,  the  great  road  from  north  to  south  and  the  high 
road  to  the  city  of  Washington,  is  most  wonderful !  " 

THE  DEVELOPMENT  or  TURNPIKES  IN  MARYLAND. 

The  development  of  the  turnpike  system  in  Maryland  and  its  influ- 
ence upon  the  commercial  welfare  of  the  state  is  a  subject  to  which 
little  attention  has  been  paid,  but  which  would  afford  material  for  a 
separate  volume.  A  complete  discussion  is  forbidden,  however,  by 
the  extent  of  the  foregoing  matter;  and  while  the  rise  of  the  turnpikes 
will  be  traced  with  some  detail,  their  history,  after  the  period  of  their 
greatest  importance,  must  be  discussed  only  in  the  most  general  terms. 

A  "  turnpike  "  or  turnpike  road  is  generally  understood  to  have 
three  characteristics: 

1.  An  improved  surface  or  road-bed. 

2.  A  system  of  toll-gates  placed  at  certain  intervals. 

3.  An  incorporated  company  with  shares  of  stock,  etc.,  furnishing 
the  capital  for  the  construction  of  the  road. 

The  first  road  in  the  United  States  fulfilling  all  three  conditions  is 
said  to  have  been  that  between  Philadelphia  and  Lancaster,  con- 
structed by  a  company  incorporated  in  1791,  for  the  stock  of  which 
frequent  advertisements  2  appear  in  the  Philadelphia  papers  of  that 
and  the  next  year.  This  turnpike  was  finished  in  1795. 

1  Weld,  I.,  Jr.     Travels;  etc.,  pp.  22ff. 

2  Watson.     Annals  of  Philadelphia,  vol.  iii,  p.  152. 


MARYLAND    GEOLOGICAL    SURVEY  163 

BALTIMORE  COUNTY  TURNPIKES. 

Four  years  later,  in  1787,1  the  Legislature  of  Maryland  made  pro- 
vision for  the  construction  of  several  roads  called  turnpike  roads  in 
Baltimore  county.  The  language  used  in  the  preamble  of  the  act 
then  passed  shows  how  strongly  the  need  of  improved  road-beds  was 
felt: 

"  The  public  roads  leading  from  Baltimore  town  to  the  western  part  of 
the  state,  by  reason  of  the  great  number  of  wagons  that  use  the  same,  are 
rendered  almost  impassable  during  the  winter  season,  and  the  ordinary 
method  of  repairing  the  said  roads  is  not  only  insufficient  but  exceedingly 
burthensome;  and  the  establishment  of  several  turnpike  roads  in  the  said 
county  would  greatly  reduce  the  price  of  land-carriage  of  produce  and  mer- 
chandize, and  raise  the  value  of  the  land  in  the  said  county  and  considerably 
increase  the  commerce  of  the  state." 

Commissioners  were  appointed  "  to  examine,  survey,  lay  out  and 
rqark  a  public  road  from  Baltimore-town  towards  Frederick-town  in 
Frederick  County  to  the  line  of  Baltimore  County,  sixty-six  feet  wide, 
and  on  as  streight  a  line  as  the  nature  of  the  country  will  permit;  " 
in  so  doing  they  should  "  consider  not  only  the  distance  but  the  good- 
ness of  the  ground  on  which  the  said  road  is  to  pass."  Similarly, 
other  commissioners  were  to  lay  out  "  roads  from  Baltimore-town  to 
Reisterstown,"  "  from  Reisterstown  to  Winchester-town  [West- 
minster ?] ;  "  "  from  Reisterstown  to  Hanover-town,  to  the  line  of 
Baltimore  County,"  and  a  road  "  from  Baltimore-town  towards  York 
to  the  line  of  Baltimore  County." 

These  highways  possessed  two. of  the  three  usual  characteristics  of 
a  "  turnpike  road;  "  special  provision  was  made  for  the  improvement 
of  the  road-beds,  and  the  erection  of  toll-gates  was  ordered.  The  con- 
struction and  subsequent  management  of  these  roads  was  entrusted, 
however,  not  to  a  private  company  incorporated  for  that  purpose,  but 
to  numerous  officials  to  be  appointed  by  the  court  of  Baltimore  county. 

The  roads  were  to  be  cleared  sixty-six  feet  wide,  with  beds  forty  feet 
wide,  raised  in  the  middle  eighteen  inches  above  the  sides.  "  When  neces- 
sary," the  beds  were  to  be  "  covered  or  crowned  with  small  stones  or  coarse 
gravel."  Milestones  and  guide-posts  were  to  be  set  up. 

To  cover  the  expenses  of  construction  and  management,  two  means  were 
provided:  First,  officers  known  as  the  Commissioners  of  Keview  were  to 
set  up  toll-gates  and  collect  tolls  of  specified  rates.  Secondly,  a  property 

1  April  Session,  chap,  xxiii. 


164  HIGHWAY    LEGISLATION    IN    MARYLAND 

tax  of  3s.  9  d.  per  £  100  for  the  first  year,  and  of  2s.  6d.  for  succeeding  years, 
was  to  be  levied  in  Baltimore  county.  Besides  the  "  Commissioners  of  the 
Boads  "  and  the  "  Commissioners  of  Review,"  there  were  to  be  a  Surveyor 
and  a  Collector.  At  least  twice  a  year  accounts  were  to  be  published  in 
the  Baltimore  papers. 

This  unique  plan  of  turnpiking  under  county  authority  was  upon 
the  whole  unsuccessful.  Within  fourteen  years  the  act  of  1787  was 
amended  no  less  than  ten  times.  Many  of  these  changes  were  unim- 
portant; in  1790,  however,  the  influence  of  the  legislation  for  counties 
led  to  a  law *  empowering  the  Commissioners  of  Review  to  appoint 
one  or  more  supervisors  for  the  roads  in  question  and  permitting  the 
substitution  of  personal  labor  for  the  payment  of  the  tax  authorized 
in  1787.  This  merely  increased  the  division  of  authority  that  already 
existed;  and  finally,  in  1801,2  provision  was  made  "  for  better  guard- 
ing the  executive  part  of  the  said  law"  [of  1787].  It  was  now 
decided  to  dispense  with  the  numerous  officials  of  the  earlier  law,  and 
the  management  of  the  turnpike  roads  was  given  to  a  superintendent 
who  should  be  appointed  by  the  court  of  Baltimore  county,  give  bond 
for  $5,000,  appoint  supervisors,  clear  the  roads,  etc.  The  books  and 
property  of  the  former  commissioners  and  supervisors,  and  also  the 
convicts  at  work  upon  the  roads,  were  to  be  transferred  to  the  new 
officials. 

That  some  progress  was  made  in  the  construction  of  these  roads  we  may 
learn  from  the  accounts  published  from  time  to  time  by  the  Commissioners 
of  Beview,  two  of  which  it  may  be  worth  while  to  give. 

BALTIMORE,  MARCH  18,  1791. 
BALTIMORE  COUNTY,  FOR  TURNPIKE  ROADS,  IN  ACCOUNT  WITH  SAMUEL 

OWINGS,  TREASURER. 

DR.  £.          a.          d. 

To  cash  paid  for  Sundries  from  the  5th  of  July,  1788,  to 
to  the  14th  of  Feb.,  1791,  as  follows: 

For  Centinels  and  Laborourers,  Wagons  and  Cart  hire 467        8        10% 

For  Lands  taken  from  the  road  to  Reisters-Town,  Survey- 
ing and  laying  out  roads,  carpenters  work,  physicians' 

attendance,  medicine  and  commissioners'  attendance 770        8          8 

For  clothing  and  victualling  the  criminals  during  that 
time,  and  for  Carts,  Horses,  Waggons,  and  Sundry 
Tradesmen's  Bills  3,332  3  9 


4,570         1  3y2 

To  balance  due  the  Treasurer  per  Contra 102      17          4% 

11790,  chap,  xxxii.  2  1801,  chap.  Ixxvii. 


MARYLAND    GEOLOGICAL    SURVEY  165 

CK.                                                                                                                                 £.  s.  d. 

By  Cash  received  of  Philip  Graybell,  Esq 2,428  6          4 

By  ditto  received  of  Thomas  Rutter,  Esq 2,038  17           7% 

By  balance  due  the  Treasurer 102  17          4l/2 


4,570         1  31/3 

(Errors  excepted.) 

Baltimore,  Feb.  14,  1791. 

Samuel  Owings,  Treasurer. 
Baltimore,  March  14,  1791. 
Compared  with  the  vouchers,  and  passed. 

O.  H.  Williams,  ~}  Commmissoners 

Daniel  Bowley,  of 

Charles  Ridgely  of  Wm.  j          Review. 

BALTIMORE  COUNTY,  FOR  TURNPIKE  ROADS,  IN  ACCOUNT  WITH  THE 

TREASURER  OF  SAID  ROADS. 

DR.  £.          s.  d. 

1801. 

To  balance,  per  account  filed  last  year 2,700        4        9% 

Paid  overseers,  centry,  gate-keepers,  Medicine  and  attend- 
ance, per  vouchers  up  to  October  1st,  1801 812      19        8 

Paid  for  timber,  fire-wood,  building  stone  for  bridges, 
masons,  lime  surveyors,  commissioners,  provisions  and 
clothing  for  criminals,  iron,  steel,  blacksmiths'  tools, 
carts  and  horses,  wagon  hire,  &c.,  per  vouchers  to  Oc- 
tober, 1801  4,341  10  9% 


7,863  14  6 

CR.  £.  s.  d. 

By  C.  H.  Gist,  Esq.,  since  October,  1800 1,096  14  4 

By  J.  Wilson,  Esq.,  to  October,   1801 1,398  17  4 

By  H.   Stevenson 791  5 

By  Middle  Gate    912  13  1 

By  York  Gate   420  2  5y2 

By  Frederick  Gate 278  11  5 

By  Sundry  small  credits   43  19  3 

Balance  due  sundry  creditors 2,921  11  4% 


7,863         14         6 
Samuel  Owings,  Treasurer. 
Baltimore,  October,  1801. 

Examined,  compared  with  the  vouchers,  and  past. 

(Signed)  James  Ogleby, 

J.  Nathan  Ellicott, 
William  Owings, 
David  McMechen, 
Charles  Ridgely  of  Hampton. 
11 


166  HIGHWAY    LEGISLATION    IN    MARYLAND 

The  latter  account  shows  a  marked  deficit.  The  next  year,  1801, 
by  an  act  to  which  reference  was  made  above,1  an  additional  tax  of 
50  cents  per  100  was  laid  in  Baltimore  county  and  new  rates  of  toll 
were  specified.  The  Levy  Court  was  empowered  to  borrow  $1,600 
to  finish  the  roads.  This  was  insufficient,  and  a  further  tax  of  15  cents 
per  100  was  levied  the  same  year.2  In  1802,  fifteen  years  after  the 
original  act,  it  was  ordered  that  the  Reisterstown  turnpike  should  be 
recorded  as  completed.' 

INCORPORATION    OF    PRIVATE    TURNPIKE    COMPANIES. 

When  the  failure  of  the  experiment  of  turnpiking  under  county 
authority  became  apparent,  efforts  were  made  to  attract  private  capital 
to  investment  in  the  construction  of  turnpike  roads.  For  some  time 
these  attempts  were  equally  fruitless.  The  first  turnpike  company 
in  Maryland,  incorporated  in  1796,  to  build  a  turnpike  road  between 
Baltimore  and  Washington,4  apparently  accomplished  nothing,  and 
those  immediately  following  seem  to  have  been  no  more  fortunate.3 

THE    TURNPIKES    OF    1804-5. 

It  was  not  until  the  session  of  1804-5  that  legislation  was  enacted 
which  had  a  permanent  result.  In  that  year  there  were  passed  two 
acts,  which  may  be  said  to  have  laid  the  basis  of  the  turnpike  system 
in  Maryland.  The  fifty-first  chapter  of  this  year's  legislation  is  en- 
titled "  An  Act  to  Incorporate  Companies  to  make  Several  Turnpike 
Roads  through  Baltimore  County,  and  for  other  purposes."  The  pre- 
amble recites  that  "  it  is  represented  to  this  General  Assembly,  that  by 
the  several  laws  heretofore  passed  on  this  subject  the  desirable  object 

1 1801,  chap.  Ixxvii.  *  1801,  chap.  Ixxxvii.  s  1802,  chap.  Ixxx. 

4  Chap.  Ixix.     Capital,  $160,000.00. 

The  provisions  for  tolls  include  this:  For  every  single  horse,  camel,  ass 
or  mule,  $0.01. 

8  Other  companies  apparently  unsuccessful  were:  the  Elizebeth  Turnpike 
Company,  incorporated  1797  (chap.  Ixv);  the  Reisterstown  turnpike  roads 
(1797,  chap.  Ixx),  intended  to  connect  with  the  county  turnpike  of  the  law 
of  1787;  the  Alleghany  Turnpike  Road  (1801,  chap,  xlv) ;  and  the  Cumber- 
land and  Union  Road  (1801,  chap.  lii).  These  incorporations  make  evident 
the  desire  to  improve  the  conditions  of  intercourse  with  the  western 
country. 


MARYLAND    GEOLOGICAL    SURVEY  167 

contemplated  by  the  Legislature  has  not  been  obtained  and  the  public 
expectation  almost  entirely  frustrated."  Three  companies  were 
accordingly  incorporated  to  make  roads  as  follows: 

1.  From  Baltimore  through  New  Market,  Frederick  and  Middle- 
town  to  Boonsborough.1 

2.  From  Baltimore  through  Reisterstown   towards  Hanover  and 
through  "Westminster  to  the  Pennsylvania  line,  towards  Petersburgh, 
as  shall  be  agreed  upon  by  a  majority  of  the  stockholders.' 

3.  From  Baltimore  toward  York  to  the  Pennsylvania  line.* 
Various  extensions  of  these  roads  were   subsequently  authorized 

(a)  from  Boonsborough  to  Hagerstown,  (&)  from  Boonsborough  to 
Williamsport,*  (c)  from  Frederick  to  Harper's  Ferry,"  afterwards,  in 
1815,"  put  under  a  separate  company,  and  (d)  from  Boonsborough  to 
the  beginning  of  the  Cumberland  Turnpike  Company's  road.7  By  an 
act  of  1805,"  the  second  road  might  be  extended  from  Westminster  to 
Taneytown,  Emmitsburg,  and  thence  to  Pennsylvania  line. 

The  titles  of  the  three  companies  were  to  be  respectively — 
The  President  and  Managers  and  Company  of  the 

Baltimore  and  Frederick  Town  Turnpike  Road, 
"          "    Reisterstown  " 

"          "    York  Town 
and  the  companies  were  given  full  corporate  powers. 

The  text  of  this  act  is  very  lengthy,  containing  thirty-nine  sections. 
Some  of  the  most  important  provisions  are  as  follows: 

The  roads  are  to  be  made  over,  and  upon  the  beds  of  the  present  roads, 
as  laid  out  and  confirmed  by  the  Commissioners  of  Review  [of  1787]. 

Baltimore  county  having  expended  considerable  sums  in  turnpiking  these 
roads,  is  to  be  reimbursed  by  the  payment  to  the  county  of  shares  of  turn- 
pike stock  to  an  amount  equal  in  value  to  the  old  roads.  This  value  is  to 
be  ascertained  by  the  arbitration  of  nine  commissioners  for  each  road,  three 
of  whom  are  to  be  chosen  by  the  Levy  Court;  three  by  each  company,  and 
the  remaining  three  by  the  former  six.  The  Levy  Court,  upon  receiving 
the  stock  awarded  by  the  commission,  shall  then  have  all  the  privilege  of 

'Capital  Stock,  $220,000.  2  Capital  Stock,  $160,000. 

'  Capital  Stock,  $100,000.  4 1804,  chap.  ci. 

'  Xovembor,  1809,  chap,  cxxiv.  •  Chap,  clxvi,  sec.  17. 

'  See  1815,  chap.  cxxv.  '  Chap.  Ixvii. 


168  HIGHWAY    LEGISLATION    IN    MARYLAND 

voting,  &c.,  of  an  individual  holding  the  same  number  of  shares.1  Anne 
Arundel  and  Frederick  counties  are  also  to  be  reimbursed  for  their  expense 
in  laying  out  such  parts  of  the  roads  as  lie  within  their  limits. 

Twenty  feet  in  breadth,  at  least,  is  to  be  made  an  artificial  road,  which 
shall  be  bedded  with  wood,  stone  or  gravel,  or  any  other  hard  substance 
well  compounded  together  a  sufficient  depth  to  secure  a  solid  foundation; 
and  the  road  is  to  be  faced  with  gravel  or  stone  pounded,  or  some  other 
hard  substance,  in  such  manner  as  to  secure  a  firm  and,  as  near  as  possible, 
an  even  surface.  The  road  is  in  no  place  to  rise  or  fall  more  than  will 
form  an  angle  of  4°  with  a  horizontal  line,  except  over  the  Catoctin  and 
South  Mountains,  where  an  angle  of  6°  will  be  tolerated.  "  The  companies 
shall  forever  hereafter,  during  the  continuance  of  said  incorporation  or 
incorporations  maintain  and  keep  the  same  in  good  and  perfect  order  and 
repair." 

Upon  finishing  the  first  and  every  subsequent  ten  miles  of  road  the  com- 
panies may  notify  the  Governor  of  the  state,  who  shall  then  nominate  and 
appoint  three  persons  to  review  the  same.  If  they  report  favorably  upon 
the  completed  work,  the  Governor  shall,  by  license,  permit  the  erection  of 
so  many  gates  as  will  be  necessary.2 

The  Treasurer  of  the  Western  Shore  is  constituted  a  Court  of  Inspection, 
to  whom  the  companies  shall  report  annually  as  to  their  receipts  and  ex- 
penses. The  Stockholders  are  not  to  receive  more  than  10%  net  profit  on 
their  investment.  The  companies  shall  keep  accounts,  an  abstract  of  which 
is  to  be  laid  before  the  General  Assembly  by  the  Court  of  Inspection  every 
third  year  until  two  years  after  the  roads  are  completed.  The  Court  of 
Inspection  is  to  employ  the  surplus  above  10%  profits  to  purchasing  out 
the  stock  of  the  respective  roads.  The  General  Assembly  may  purchase  the 
road  at  any  time  by  paying  the  respective  companies  the  cost  of  the  roads 
with  interest  equivalent  to  10%  on  their  investment. 

If  the  road  is  considered  to  be  out  of  repair,  a  jury  of  inquisition  is  to 
be  summoned.  If  they  find  the  road  imperfect  as  alleged,  the  collection  of 
tolls  shall  cease  at  the  nearest  gate  on  each  side  of  the  defective  spot. 
Fines  are  provided  for  evading  the  tolls. 

The  companies  are  to  erect  posts  and  index  hands  and  mile-stones,  and 
the  distance  between  gates  is  to  be  marked  on  the  gates.  The  destruction 
or  defacing  of  such  posts,  etc.,  is  punishable  by  a  fine. 

Drivers  are  to  be  kept  to  the  right.  Persons  living  on  or  adjacent  to  the 
roads  and  within  three  miles  of  a  toll-gate  are  to  pay  toll  but  once  in 

1  The  Levy  Court  of  Baltimore  County  shall  continue  the  present  turn- 
pike gates  on  the  turnpike,  and  appoint  toll-gatherers  to  receive  the  pres- 
ent tolls  until  the  companies  have  finished  their  respective  roads  ten  miles 
from  Baltimore  City. 

1  Rates  of  toll  are  established  by  section  20  for  any  person  riding,  leading 
or  driving  horses,  cattle,  hogs,  sheep,  sulkey,  chair,  chaise,  phaeton,  coach, 
coachee,  cart,  wagon,  sleigh,  sled  or  other  carriage  of  pleasure  or  burden. 
Two  oxen  are  charged  the  same  as  one  horse.  Limits  are  set  to  the  weight 
of  loads  upon  wagons  of  specified  tire  width.  The  companies  may  erect 
scales  and  compel  the  weighing  of  teams. 


MARY], AM)    GEOLOGICAL    SURVEY 


169 


twenty-four  hours.  The  tolls  may  be  farmed  out.  The  laws  relating  to 
convict  labor  on  the  roads  are  to  be  in  force  until  the  turnpikes  are  fin- 
ished. Provision  is  made  as  to  the  time  of  commencement  and  completion 
of  the  roads;  and  the  construction  of  the  York  and  Reisterstown  roads  is 
suspended  until  Jan.  1st,  1808.  This  provision  was  however  modified.1 


——*3e~. 

\  EVERY  (SCORE  OF  SHEEP.  Hi  Cwls  per  Mita.' 
1  HOGS.  V.    ' 
CATTLE.^   "     "    " 

%*(jCi.pef.Mile. 
C  HAIR  OR  CHAISE.  With  one  HORSE. 
Two    WHEELS.  I1 1  Certs -per. Mile 

3  EVERY  ICHARIOTT,  COACH.  S'rAGE,  WAGON,! 
&PHAETON  <j,"  CHAISfr  w'th  two  -10RSES  and 
fjfbur  Wheel: ;.  2'.-  Cents  per,  Mile.  \ 

Tor  eiiher-of  the  CARRIAGES  Las! 
*d, with  four  HORSES,    . 

Cents  pk  Kile 

mRt  other  CARRIAGE  (if  P!eas«:re 
j  under  what  ;oey.er  name  it  may  g'o.trm  like 
I  sums  shall  >e  charged  according  tcthe  tiin.iber 
1  of  Wheels  a  id  HORSES  dfrwiflf  the  same. 
.'l  FOREVER^   CART  01  WAGON  » 

-•;s  do  not  exceecr  the  brc 
I  tofhes.  Foir  each  HORSE  drawine-- 

n   •••  . 
1  *  '.ent  p^ 

.FOR.iVEflY  CART  or  WAG  ON  whose? 
Rfheffls  sh  all  exceed  in  weadtr  foiif 
Jj,a;id  not  exceeding  seven  inches  for . 

.HORSE  .drbaing  the  same.  ^"atSCi 


FIG.  4. — Old  sign-board  giving  the  rates  of  toll  on  animals  and  vehicles. 


The  Falls  Turnpike  Company  was  incorporated  in  the  same  year, 
1804.2  This  was  to  rim  from  the  cross-roads  near  Richard  Caton's 
lime-kiln  in  Baltimore  county,  nearly  along  the  line  of  Jones'  Falls 
to  the  City  of  Baltimore.  Special  provision  was  made  against  the 
York  road  trade  being  diminished  by  the  Falls  turnpike. 

1  In  1805,  the  requisite  stock  having  been  subscribed,  the  Reisterstown 
Company  was  authorized  to  proceed  at  once  [chap,  xv],  and  similar  permis- 
sion was  granted  the  York  Company  in  1807  [chap,  cxliv]. 

3  Chap.  xci. 


170  HIGHWAY  LEGISLATION  IN  MARYLAND 

GALLATIN'S  REPORT  ON  TURNPIKES. 

In  accordance  with  a  resolution  of  the  Senate  adopted  March  2, 
1807,  the  Secretary  of  the  Treasury,  Albert  Gallatin,  prepared  a  list 
of  questions  to  acquire  information  concerning  turnpikes,  and  copies 
of  this  list  were  distributed  in  the  states  through  various  Federal 
officers.  From  the  answers  to  these  queries  much  'may  be  learned 
concerning  the  exact  status,  in  1807,  of  the  turnpikes  authorized  by 
the  acts  of  1804  of  the  Maryland  Legislature. 

Falls  Turnpike.  "  The  Falls  Turnpike,"  reports  Richard  Caton,  "  is  ex- 
pected to  unite  the  trade  of  the  North  with  Baltimore.  It  is  in  a  direct  line 
to  Hanover  and  Carlisle."  The  $38,000  requisite  to  complete  the  road  "  will 
be  eagerly  subscribed  when  the  company  can  get  permission  from  the  Legis- 
lature to  make  a  good  road  from  the  end  of  the  Falls  Turnpike  to  a  road 
which  leads  to  the  State-line  of  Pennsylvania,"  at  a  distance  of  nine  miles. 
He  thinks  the  Legislature  has  refused  this  permission  from  an  over-scrupu- 
lous regard  for  the  interests  of  the  Reisterstown  Road.  "  The  application 
must,  however,  prevail,  as  it  is  founded  on  justice  and  public  utility." 

"The  road  is  not  yet  completed;  the  cost  is  estimated  at  $7,500  per  mile, 
including  bridges,  and  the  whole  length  is  somewhat  over  nine  miles." 

Reisterstown  Roads.  The  Secretary  of  the  Reisterstown  Turnpike  Road 
Companies  reports: 

(1)  Baltimore  and  a  point  on  the  Pennsylvania  line  towards  Hanover  are 
united;  distance  about  thirty-five  miles;  and  Baltimore  and  a  point  on  the 
Pennsylvania  line  towards  Petersburg  are  united;  distance  about  forty-five 
miles.    The  road  forks  at  Reisterstown,  sixteen  miles  from  Baltimore. 

(2)  The  greatest  elevation  of  the  hills  is  24  feet  perpendicular  from  the 
bed  of  the  road.     The  greatest  angle  of  ascent  which  has  been  allowed  is 

3y2°. 

(3)  Describes  the  breadth  of  the  road  and  continues:     "  The  form  con- 
vex, twenty-four  feet  in  width  along  the  middle  of  the  road,  and  one  foot 
in  depth  is  bedded  with  stone  broken  small  enough  to  pass  through  a  ring 
of  three  inches  diameter.     The  rest  is  clay." 

(4)  Details  of  bridges — all  of  which  are  of  stone. 

(5)  Cutting  through  hills  and  filling  up  valleys  are  particular  difficulties 
surmounted  and  to  be  encountered. 

(6)  Expenses  for  construction,  $10,000  per  mile. 

(7)  Capital  already  expended  is  about  $200,000;  that  vested  is  $120,000. 
Ten  miles  of  road  have  been  completed,  and  the  work  is  progressing. 

(8  and  9)     Information  as  to  tolls  and  charters. 

Frederick  Road.  Jonathan  Ellicott  of  the  Baltimore  and  Fredericktown 
Turnpike  Road  reports  at  greater  length: 

The  distance  from  Baltimore  to  Boonsborough  is  about  sixty-two  miles. 
The  contract  for  the  first  twenty  miles  of  the  road  was  made  July  4th, 
1805,  and  the  cost  was  $9,000  a  mile  on  the  average.  The  gates  were  up  and 
toll  being  received  by  April  24,  1807.  Seventeen  miles  farther  are  contracted 
for  at  about  $7,000  per  mile,  and  of  these,  only  ten  are  completed. 


MARYLAND    GEOLOGICAL    SURVEY  171 

"  It  may  be  observed,"  he  continues,  "  that  from  Boonsborough  to  Cum- 
berland, a  distance  of  seventy-four  and  a-half  miles,  as  the  road  now  runs, 
is  as  yet  without  any  provision  by  laws  for  its  improvement,  further  than  as 
common  county  roads  in  other  parts  of  the  State.  ...  To  bring  into  full 
operation  the  benefits  contemplated  by  the  general  government  by  the  road 
leading  from  Fort  Cumberland  to  the  Ohio,1  it  becomes  necessary  that  the 
State  of  Maryland  should  either  take  this  matter  upon  her  own  account 
or  put  it  in  the  power  of  Congress  to  promote  a  design  which  it  is  to  the 
interest  of  the  Union  to  carry  into  effect.3 

THE  BANKS  AND  THE  TURNPIKE  TO  CUMBERLAND. 

The  years  of  1812  and  1813  witnessed  an  important  step  in  the 
turnpike-construction  of  Maryland.8  The  president  and  directors  of 
the  several  incorporate  banks  in  the  City  of  Baltimore,  the  president 
and  directors  of  the  Hagerstown  Bank,  of  the  Conococheague  Bank, 
and  of  the  Cumberland  Bank  of  Alleghany,  were  incorporated  by  the 
name  of  "  The  President,  Managers  and  Company  of  the  Cumberland 
Turnpike  Road,"  for  the  purpose  of  surveying,  locating  and  making 
a  turnpike  road  from  some  point  on  the  west  bank  of  Big  Conoco- 
cheague through  Hancock  to  Cumberland. 

This  company  is  invested  with  all  the  rights  of  those  incorporated  in  1804 
with  the  same  provisions  as  to  tolls,  etc.  The  charters  of  the  banks  in- 
cluded in  the  statute  are  extended  to  January  1,  1835,  upon  condition  of  the 
several  banks  subscribing  in  proportion  to  their  respective  paid-in  capitals 
for  as  much  stock  as  will  cover  the  expense  of  completing  the  road.  In  case 
any  one  of  these  banks  augments  its  capital,  its  President  and  Directors 
are  required  to  subscribe  for  an  additional  amount  of  stock  in  proportion. 
The  President  and  Directors  of  each  bank  subscribing  are  to  choose  one 
manager  for  every  twenty-five  thousand  dollars  of  road  stock  subscribed 
by  them,  but  every  bank  is  to  have  the  choice  of  one  manager.  The  man- 
agers so  chosen  shall  elect  from  among  themselves  a  President  and  Treas- 
urer. 

The  road  is  to  be  made,  stoned,  etc.,  in  the  same  manner  as  the  Frederick 
Turnpike,  except  in  parts  where  stoning  is  thought  unnecessary.4 

1  The  National  Road. 

2  American  State  Papers,  Miscellaneous,  vol.  i,  pp.  900-909. 

3 1812,  chap.  Ixxix;  1813,  chap,  cxxii.  The  latter  act  was  a  substitute  for 
the  former. 

*  After  Jan.  1st,  1815,  all  the  incorporated  banks  in  the  state  shall  pay 
annually  to  the  Treasurer  of  the  Western  Shore  a  tax  of  20  cents  on  every 
$100  of  their  capital  stock,  as  a  further  condition  of  the  extension  of  their 
charters.  The  proceeds  of  this  tax  are  to  be  invested  in  stock  of  the  Com- 
mercial and  Farmers'  Bank  of  Baltimore  and  the  Mechanics'  Bank  of  Bal- 


172  HIGHWAY    LEGISLATION    IN    MARYLAND 

INCREASE    OF   TURNPIKE   COMPANIES. 

Meanwhile  the  incorporation  of  turnpike  companies  went  on  un- 
ceasingly. Many  schemes  that  had  previously  failed  were  taken  up 
again.  For  example,  the  unsuccessful  Baltimore  and  Washington 
Turnpike  Company  of  1796  was  succeeded  in  1812  *  by  a  new  com- 
pany formed  to  make  a  turnpike  road  from  Baltimore  to  Norwood's 
Ferry  on  the  Patapsco,  and  thence  by  McCoy's  Tavern,  Vansville, 
the  White  House,  Boss's  Tavern  and  Bladensburg  to  Washington. 
In  1813  '  the  Newcastle  and  French-town  turnpike,  which  had  not 
succeeded  when  first  incorporated  in  1809,"  was  revived,  and  the  Balti- 
more and  Strasburg,4  Baltimore  and  Havre  de  Grace,6  and  the  West- 
minster, Taneytown  and  Emmitsburg 6  Turnpike  Companies  were 
incorporated.  Two  years  later,  in  1815,  the  Baltimore  and  Frederick 
Turnpike  Company  was  authorized  to  open  subscriptions  for  addi- 
tional stock  to  the  amount  of  $160,000,  to  construct  a  road  from 
Boonsborough  to  that  point  on  the  west  bank  of  the  Conococheague, 
at  which  the  Cumberland  Turnpike  road  began.7  At  the  same  time 
the  control  of  the  Harper's  Ferry  road  was  taken  from  them.8 

GOVERNOR  GOLDSBOROUGH'S  REPORT. 

Three  years  later  is  found  an  interesting  executive  communication 
from  Governor  Charles  Goldsborough  to  the  Assembly  on  the  sub- 
ject of  turnpike  roads.  This  was  prepared  in  accordance  with  a  reso- 
lution of  the  House  adopted  the  previous  session,  calling  for  informa- 
tion on  this  point.  A  list  of  queries  was  sent  to  the  various  turnpike 

timore,  to  be  a  fund  for  the  establishment  of  Free  Schools,  kept  separated 
from  the  rest  of  the  funds  of  the  State  of  Maryland.  The  Treasurer  is  to 
report  thereon  annually  to  the  General  Assembly.  The  banks  may  escape 
the  payment  of  the  annual  tax  by  paying  to  the  state  before  January  1, 
1816,  the  sum  of  $200,000.  If  the  banks  agree  to  these  propositions,  the 
faith  of  the  state  is  pledged  to  impose  no  new  tax  on  them  and  to  incorpo- 
rate no  new  banks  in  Baltimore  before  January  1,  1835. 

Thus  by  this  act  two  great  ends  were  had  in  view.  The  connection  of  the 
Cumberland  or  National  Koad  with  Baltimore  and  the  establishment  of  the 
public  school  system  of  Maryland. 

1  1812,  chap.  Ixxviii.  2 1813,  chap.  Ixxxii.     December  Session. 

3  1809,  chap.  Ixiv.  4 1813,  chap,  cxxvi.     December  Session. 

6  1813,  chap,  clxvii.     December  Session. 

•  1813,   chap,  clxxiii.     December   Session.        7  Chap.  cxxv.        8  Chap,  clxvi. 


MARYLAND    GEOLOGICAL    SURVEY  173 

companies,  and  a  summary  of  the  answers  was  given  in  the  Governor's 
report. 

The  report  commences  with  some  general  remarks  upon  the  subject.  The 
aggregate  capital  invested  in  turnpike  roads  is  valued  at  $2,100,000,  the 
greater  part  of  which  is  owned  in  Baltimore.  The  stock  owned  by  the 
state  is  $10,000  in  the  Frederick  Road  and  $5,000  in  the  York  Road.1 

Concerning  the  difficulties  of  the  turnpike  companies  in  the  existing  situ- 
ation, it  is  reported  that  each  company  sustains  a  great  loss  from  parallel 
roads,  which  are  neither  turnpiked  nor  shut  up,  and  in  fine  weather  are 
patronized  by  all  but  the  heaviest  teams  in  order  to  avoid  paying  the  tolls. 
Another  mistake  was  made  in  fixing  the  tolls  arbitrarily  at  so  much  per 
horse  according  to  the  kind  of  carriage,  whereby  an  empty  wagon  pays  as 
much  as  one  with  the  heaviest  load  if  the  number  of  horses  is  the  same. 

It  is  suggested  that  the  tolls  be  regulated  according  to  the  weight,  and 
also  according  to  the  season,  light  in  fine  weather  and  heavy  in  winter.  A 
most  pernicious  practice  is  that  of  locking  the  wheel  of  a  heavily  loaded 
wagon  descending  a  hill,  thereby  tearing  up  the  road,  when  frost  and  wet 
weather  have  made  the  foundation  soft.  This  is  especially  true  of  moun- 
tain roads.  The  substitution  of  the  "  shoe "  is  earnestly  recommended, 
that  is,  "  a  piece  of  iron,  or  even  wood,  18  inches  or  2  feet  long  and  4,  6  or 
8  inches  broad,  fastened  to  the  cross-bar  or  bolster  of  the  wagon  by  a  chain 
which  is  just  of  such  a  length  that  when  the  shoe  is  slipped  under  the 
hinder  wheel,  the  chain  prevents  it  falling  farther  back,  and  the  wagon 
being  in  motion,  the  shoe  is  dragged  on  bearing  the  wheel  up  on  it."  But 
the  great  scourge  to  a  turnpike  road  is  the  narrow  wheel,  which  should 
be  made  the  subject  of  legislation. 

As  to  the  condition  of  the  various  roads,  the  report  notes  that  the  Fred- 
erick Road  "  was  originally  intended  to  be  made  eleven  miles  further  to 
Williamsport  on  the  Potomac,  but  failed,  however,  in  consequence,  it  is  be- 
lieved, of  the  expenditure  of  the  sum  of  $56,000  upon  the  bridge  over  the 
Monocacy,  which  the  Company  was  not  obliged  by  law  to  make,  but  as- 
sumed it  voluntarily,  in  the  belief  that  the  Legislature  would  grant  them  a 
special  toll  to  meet  the  special  expense.  In  consequence,  however,  of  the 
refusal  of  the  Legislature  to  do  so,  their  capital  was  exhausted  and  them- 
selves discouraged  from  the  prosecution  of  the  road." 

The  Bank  Road  to  meet  the  National  Road  at  Cumberland  appears  to  be 
peculiarly  the  object  of  legislative  care.  The  importance  of  the  retention 
and  development  of  the  connection  with  the  Ohio  country  to  the  commercial 
interests  of  Baltimore  is  dilated  upon  at  length.  The  Frederick  Road  is 
complete  to  Boonsborough,  sixty  miles  from  Baltimore.  The  Reisterstown 
Road  is  completed  to  the  town  of  Westminster,  whence  the  road  proceeds 
northerly  in  the  direct  route  to  Chambersburg  in  Pennsylvania.  The  under- 

1  A  resolution  of  1808  extended  the  financial  aid  of  the  state  to  the  turn- 
pike companies  by  authorizing  the  Treasurer  of  the  Western  Shore  to  sub- 
scribe for  250  shares  in  the  Baltimore  and  Frederick  Turnpike  Company's 
stock  and  250  shares  in  the  York  Turnpike  stock.  An  additional  subscrip- 
tion was  authorized  the  next  year. 


174  HIGHWAY    LEGISLATION    IN    MARYLAND 

taking  of  another  company  to  make  a  road  from  the  Reisterstown  Road  near 
Westminster  to  Hagerstown  through  Harman's  Gap  in  the  Blue  Ridge,  is 
believed  to  be  at  a  stand  for  want  of  funds.  A  return  was  made  to  the 
executive  on  Dec.  28th,  1816,  that  6y2  miles  were  completed,  and  license  to 
erect  a  toll-gate  was  granted.  The  distance  from  Westminster  to  Hagers- 
town is  estimated  at  forty  miles.  From  Conococheague  Creek  to  Cumber- 
land, fifty-eight  miles,  the  road  undertaken  by  the  banks,  will  be  com- 
pleted by  December,  1820. 

It  appears,  then,  that  there  is  a  gap  in  the  communication  to  Cumberland 
not  provided  for.  This  it  is  proposed  to  fill  up  in  one  of  three  ways:  1st. 
By  finishing  the  road  from  Westminster  through  Harman's  Gap  to  Hagers- 
town; 2d,  by  turn  piking  from  Boonsborough  to  Hagerstown;  and  3d,  by  turn- 
piking  from  Boonsborough  through  Williamsport  to  intersect  the  Bank 
Road  somewhere  at  the  seventh  or  eighth  mile-stone  of  that  road  west  of 
the  Conococheague.  The  executive  does  not  undertake  to  decide  which  of 
these  is  preferable,  but  leaves  that  to  the  Legislature,  whose  attention  he 
moreover  directs  to  the  Bank  Road,  recommending  its  purchase  by  the 
state,  and  the  reduction  of  tolls.  The  creation  of  a  board  of  Commissioners 
of  Public  Works,  to  be  elected  by  the  Legislature,  and  to  serve  without 
salaries,  is  recommended.  The  report  is  supplemented  bjr  statistical  infor- 
mation from  the  various  turnpike  companies.  From  these  it  is  plain  that 
the  dividends  declared  by  the  Reisterstown,  Frederick  and  York  turnpikes 
show  upon  the  whole  a  steady  increase  down  to  1817,  the  last  year  reported. 

The  immediate  outcome  of  this  communication  was  a  resolution  author- 
izing the  Governor  and  Council  to  ascertain  the  best  terms  upon  which  the 
possession  of  the  road  might  be  obtained  from  the  state,  also  upon  what 
terms  the  banks  would  consent  to  release  from  toll  all  wagons  having  tires 
of  certain  width. 

FURTHER  BANK  AID. 

In  1818  there  was  published  a  pamphlet  of  some  thirty  pages  en- 
titled "  Remarks  on  the  Intercourse  of  Baltimore  with  the  Western 
Country,"  with  an  accompanying  map,  showing  the  contemporary 
status  of  the  turnpike  connection.  The  pamphlet  emphasized  the 
necessity  of  the  undertaking  to  the  commercial  well-being  of  Maryland 
and  also  its  unifying  effect  politically.  This  and  similar  presentations 
of  the  case  seem  to  have  had  due  influence  upon  the  Assembly,  which, 
in  the  session  of  1821,1  extended  the  charters  of  the  banks  ten  years 
longer,  to  1845,  upon  condition  of  their  forming  a  company  to  make 
a  turnpike  from  Boonsborough  to  Hagerstown. 

The  new  company  is  invested  with  all  the  rights  of  the  previous  company 

and  like  that  is  subject  to  an  annual  tax  of  20  cents  on  every  $100  of  their 

-  capital  stock,  the  proceeds  of  the  tax  to  be  invested  for  the  benefit  of  the 

1  Chap,  cxxxi. 


MARYLAND    GEOLOGICAL    SURVEY  175 

free  schools.  Work  is  to  begin  within  two  years,  and  the  road  is  to  be  com- 
pleted within  four  years  thereafter.  It  is  to  be  constructed  like  the  Fred- 
erick Turnpike. 

The  assistance  rendered  to  turnpike  construction  by  investments 
compulsory  or  voluntary  on  the  part  of  the  banks  was  not  limited  to 
the  cases  mentioned  above.  The  Frederick  and  Harper's  Ferry,  Wil- 
liamsport  and  Hagerstown,  Baltimore  and  Havre  de  Grace  and  other 
turnpikes  received  similar  pecuniary  aid.  Dr.  Bryan  1  states  that  the 
liabilities  thus  assumed  were  unprofitable  to  the  banks,  and  his  view  is 
corroborated  by  the  Executive  Report  of  1817,  to  which  reference 
has  been  made  above.  The  directors  of  the  Bank  Road,  when  asked 
to  mention  any  particular  grievances  with  which  they  were  afflicted, 
reply:  "  The  Company  have  but  one  grievance  to  complain  of,  and 
that  is  being  compelled  to  make  this  road.  It  is  a  severe  and  oppres- 
sive tax  upon  the  banks,  and  one  which,  under  present  circumstances, 
their  business  does  not  enable  them  to  meet  without  great  embar- 
rassment." 

THE  TURNPIKES   AND  BALTIMORE  CITY. 

With  the  completion  of  the  connection  between  Cumberland  and  the 
East,  by  the  construction  of  this  road,  the  importance  of  the  turn- 
pikes reaches  its  height.  The  further  westward  they  extended  the 
wider  was  the  territory  they  "  tapped.'"  The  National  Road,  whose 
historic  relation  to  the  State  of  Maryland  will  presently  be  considered 
more  specifically,  was  now  completed  from  Cumberland  to  the  Ohio 
river;  and  from  Cumberland  to  Baltimore  was  an  easy  descent. 

By  these  channels  a  stream  of  wealth  rolled  down  to  Baltimore  to 
be- shipped  to  Europe,  South  America,  or  the  "West  Indies.  We  owe 
to  Jared  Sparks,  the  biographer  of  Washington,  a  most  pleasing 
description  of  Baltimore's  prosperity  in  the  third  decade  of  this  cen- 
tury. "  Within  the  last  thirty  years,"  he  says,  "  the  population  of 
Philadelphia  has  increased  to  a  number  three  times  as  great  as  it  was 
at  the  beginning  of  that  period;  New  York  to  a  number  four  times  as 
great,  and  Baltimore  to  a  number  five  times  as  great.  Among  all  the 
cities  of  America,  or  of  the  Old  World,  there  is  no  record  of  any  one 

1  Bryan,  A.,  State  Banking-  in  Maryland,  pp.  60-61. 


176  HIGHWAY    LEGISLATION  (IN    MARYLAND 

which  has  sprang  up  so  quickly  or  to  so  high  a  degree  of  importance 
as  Baltimore.  At  the  commencement  of  the  Revolution  it  was  a  vil- 
lage of  five  thousand  inhabitants,  and  at  the  close  of  the  war  it  had 
increased  to  more  than  eight  thousand.  In  magnitude  it  is  now  the 
third  city  in  the  Union,  and  has  held  that  rank  for  nearly  twenty 
years."  In  ascribing  causes  for  this  rapid  development  he  gives  first 
place  to  its  situation,  ..."  presenting  the  nearest  market  to  the 
western  country,"  adding,  as  other  reasons,  the  fast-sailing  vessels,  the 
almost  exclusive  intercourse  with  San  Domingo  for  a  long  period,  the 
two  great  staples,  flour  and  tobacco,  and  lastly,  and,  it  is  to  be  hoped, 
the  most  enduring  element  of  all,  the  energetic  spirit  of  the  people. 
In  a  more  detailed  manner  he  refers  to  seven  turnpikes  then  entering 
Baltimore  city — the  Reisterstown,  York,  Frederick,  Washington, 
Bel  Air  and  Havre  de  Grace.  "  Now,"  he  continues,  "  the  line  of 
communication  is  complete  between  Baltimore  and  Wheeling  over  one 
of  the  best  roads  in  the  world,  on  which  it  is  now  in  contemplation 
to  set  up  a  line  of  transport-wagons  to  run  day  and  night." 

From  this  and  other  sources  it  is  possible  to  gather  interesting  details 
of  the  commercial  activity  of  the  time.  "  Large  droves  of  live  stock," 
Sparks  tells  us,  "  especially  hogs,  are  now  driven  every  year  from  the 
banks  of  the  Ohio,  in  Kentucky,  to  Baltimore,  in  preference  to  being 
packed  on  the  spot  and  sent  down  the  river  by  a  more  speedy  convey- 
ance to  the  New  Orleans  market."  "  In  1827,"  another  record 
relates,  "  a  gentleman  traveling  thirty-five  miles  on  the  road  between 
Baltimore  and  Frederick  met  or  passed  235  wagons  in  his  journey, 
nearly  seven  for  every  mile.  These  wagons  were  generally  of  the 
largest  size  and  very  heavily  loaded." 

The  capacious  courtyards  of  the  old  inns  and  hotels  in  Baltimore 
city,  which  have  one  by  one  disappeared  before  the  advance  of  modern 
civilization,  long  served  to  remind  one  of  these  old  Conestoga  wagons 
that  came  down  to  Baltimore  drawn  by  five  and  six  horses — oftentimes 
with  a  sturdy  bull-dog  chained  behind.  These  wagons  carried  enor- 
mous loads.  Upon  one  occasion  an  ordinary  five-horse  farmer's  wagon 
brought  from  Gettysburg,  Pennsylvania,  to  Baltimore,  ten  barrels  of 

'"Baltimore,"  in  North  American  Review  (1825),  vol.  xx,  pp.  99ff. 

-  Ibid.,  p.  133.  3  Niles'  Register,  1827,  n.  s.,  vol.  viii,  p.  34. 


MARYLAND    GEOLOGICAL    SURVEY  177 

whiskey  and  fifteen  barrels  of  flour,  besides  a  few  kegs  of  butter, 
weighing  in  all  over  three  tons  and  a  half.1 

THE  RISE  OF  THE  CANAL  AND  THE  RAILROAD. 

Hardly  had  the  turnpike  system  been  perfected,  however,  when  its 
adequacy  began  to  be  threatened  by  another,  beyond  which  the  present 
day  has  not  definitely  advanced.  The  course  of  events  is  summarized 
by  Pitkin  as  follows:  "  The  enterprising  citizens  of  Baltimore  in  1826, 
perceiving  that,  in  consequence  of  steam  navigation  on  the  western 
waters  and  the  exertions  of  other  states,  they  were  losing  the  trade  of 
the  West,  began  seriously  to  consider  some  mode  of  recovering  it." 

The  successful  application  of  steam  to  water  transportation  preceded 
by  some  years  its  use  upon  land.  As  early  as  1823  no  less  than  sev- 
enty-eight steamboats  were  plying  the  waters  of  the  Mississippi  and 
the  Ohio.3  Upon  land  the  use  of  iron  rails  had  been  urged  in  Mary- 
land in  1816; *  but  it  was  about  ten  years  later  before  such  a  tramway 
was  actually  constructed  in  America,  and  twelve  before  Maryland 
built  the  first  railroad  in  the  United  States,  expressly  intended  for  the 
transport  of  freight  and  passengers. 

Almost  contemporaneous  with  the  agitation  for  railroads  was  that 
for  canals,  and  in  this  also  Maryland  was  not  behind,  for  the  Chesa- 
peake and  Ohio  Canal  was  incorporated  in  1823,5  three  years  before 
the  Baltimore  and  Ohio  Railroad,  in  1826." 

In  these  two  organizations  have  been  reached  the  latest  developments 
of  the  idea  which  began  in  the  century  before  with  the  labors  of 
Gist,  Nemacolin  and  Washington.  Into  the  further  history  of  such 
internal  improvement  in  Maryland,  interesting  as  the  subject  may 
be,  it  will  be  impossible  here  to  go;  but  it  must  be  noted  that  the 
turnpikes  of  the  early  part  of  this  century  performed  a  greater  service 
for  subsequent  years  than  the  mere  transportation  of  goods;  them- 
selves constructed  upon  earlier  lines,  they  pointed  out  in  almost  every 
instance  the  general  direction  for  the  railroads  which  succeeded  them. 

1  Niles'  Register,  1826,  n.  s.,  vol.  vii,  p.  91. 

2  Pitkin,  Statistics  of  the  U.  S. 

1  Niles'  Register,  1823,  n.  s.,  vol.  i,  pp.  94-5. 

4  Niles'  Register,  vol.  ix,  sup.  p.  151.         5  Chap.  cxl.         6  1826,  chap,  cxxiii. 


ITS  HIGHWAY    LEGISLATION    IN    MARYLAND 

SUBSEQUENT    TURNPIKE    LEGISLATION. 

The  statement  that  the  completion  of  the  turnpike  connection  be- 
tween the  East  and  West  marked  the  zenith  of  the  development  of  the 
turnpike  system  in  Maryland,  must  not  be  misunderstood  as  indicating 
that  the  era  of  turnpikes  was  thereby  terminated.  On  the  contrary, 
very  many  turnpikes  were  afterwards  constructed.  But  with  the 
introduction  of  the  railroad  system  their  character  was  changed,  and 
instead  of  being  leading  lines  of  communication,  they  became  feeders 
to  the  railroads,  radiating  to  them  from  the  various  towns  and  thus 
served  to  build  them  up  as  they  had  built  up  Baltimore.  In  some 
instances,  moreover,  on  beds  of  the  turnpikes,  railroads  were  later 
constructed.1 

All  turnpikes  were  incorporated  by  special  acts  of  Assembly  until 
the  year  1868,  when  a  general  incorporation  law  was  provided.  This 
was  modified  by  the  act  of  1882,  chap,  cccc,  and  in  this  form 
represents  the  present  law  as  found  in  The  Public  General  Laws  (art. 
xxiii,  233).  It  remains  only  to  note  that  in  the  course  of  time 
many  of  the  turnpikes  have  become  unprofitable.  The  companies 
have  allowed  them  to  lapse  into  the  hands  of  the  various  counties  in 
which  such  roads  or  parts  of  roads  lie.  This  had  commenced  as  early 
as  1850,  according  to  a  publication  entitled  "  History  and  Statistics 
of  Maryland,"  based  upon  the  census  of  that  year.  There  were  then 
263  miles  of  turnpikes  in  use  as  such.  A  map  has  been  prepared 
indicating  which  of  the  turnpikes  are  now  kept  up,  and  which  are  in 
the  hands  of  the  counties. 

MARYLAND'S  RELATION  TO  THE  NATIONAL  ROAD. 

To  conclude  this  study  of  the  development  of  highways  in  Mary- 
land, perhaps  no  more  fitting  theme  can  be  selected  than  a  brief  sketch 
of  that  highway,  which,  above  all  others,  historically  connects  I\Iary- 
land  with  the  United  States,  the  state  with  the  Nation. 

WASHINGTON    AND    THE    OHIO    COUNTRY. 

The  colony  of  Maryland  formed  the  gateway  through  which  the 
English  settlei*s  of  America  entered  into  the  Ohio  country  before 

1  Acts  of  1827,  chap,  ccvii;  1825,  chap,  cxcviii;  1829,  chap.  Ixiv. 


MARYLAND    GE6LOGICAL   SURVEY  179 

and  during  the  French  and  Indian  "War.  It  was  under  the  leader- 
ship of  George  Washington  that  the  western  wilderness  was  first 
really  pierced  and  a  claim  for  the  English  colonies  established.  It 
was  fitting  therefore  that  the  further  development  of  the  Ohio  country 
both  economically  and  politically,  and  especially  the  idea  of  connect- 
ing it  with  the  seaboard  by  improved  means  of  transportation,  should 
be  thenceforth  his  constant  care. 

In  the  interval  between  the  French  and  Indian  War  and  the  Revo- 
lution, Washington  in  various  ways  secured  possession  of  large  tracts 
of  land  in  the  Ohio  country,  having  regard,  however,  for  "  an  exten- 
sive public  benefit,  as  well  as  private  advantage."  He  began  nego- 
tiations for  the  introduction  of  German  settlers  from  the  Palatinate, 
of  whose  thrift  and  success  in  the  cultivation  of  new  country  the 
German  colonizers  of  western  Maryland  had  doubtless  afforded  him 
ample  proof.  He  next  turned  to  the  consideration  of  a  plan  for 
opening  communication  between  the  western  country  and  the  coast. 
The  first  means  which  offered  itself  was  naturally  the  Potomac  river, . 
which,  as  far  back  as  1754,2  had  attracted  his  attention.  On  July 
20,  1770,  he  writes  to  Thomas  Johnson,  afterwards  Governor  of  Mary- 
land, urging  that  public  attention  be  invited  to  a  scheme  for  opening 
up  the  communication  of  the  Potomac  "  upon  a  more  enlarged  plan, 
as  a  means  of  becoming  the  channel  of  conveyance  of  the  extensive 
and  valuable  trade  of  a  rising  empire." 

At  the  close  of  the  Revolutionary  War  Washington  again  turned 
his  attention  to  this  project,  and  the  result  was  the  formation  and 
incorporation  of  the  Potomac  Company  in  1784.  The  history  of  this 
organization  was  unfortunate.  Washington  seems  never  to  have 
doubted  its  success;  and  in  his  will  he  made  the  profits  accruing  from 
his  share  in  it  the  basis  of  a  fund  for  another  of  his  favorite  schemes, 
a  National  University.4  But  the  company  undertook  more  than  its 

1  Sparks.  Writings  of  Washington,  ii,  pp.  375-7.  On  the  whole  subject 
see  Adams,  H.  B.  Maryland's  Influence  in  Founding:  a  National  Common- 
wealth. Maryland  Historical  Society,  Fund  Publication  No.  11. 

*  Report  of  Mr.  Andrew  Stewart.     Reports  of  Committees,  19th  Congress, 
1st  Session.     Report  No.  228,  pp.  1-2. 

*  Stewart's  Report,  p.  29. 

*  See   Washington's   will  in   Sparks'  Writings   of  Washington,   vol.   i,    pp. 
569-80. 


180  HIGHWAY    LEGISLATION    IN    MARYLAND 

finances  would  bear;  and  it  was  finally  superseded  by  the  Chesapeake 
and  Ohio  Canal. 

THE    NORTHWEST    TERRITORY. 

But  the  realization  of  Washington's  idea  was  not  confined  to  the 
Potomac  Company,  for  the  National  Road  succeeded  where  the  other 
had  failed.  The  National  Road,  like  the  present  magnificent  system 
of  public  education  in  the  western  states,  grew  out  of  the  public 
lands  of  the  American  Union.  Maryland's  firm  refusal  to  agree  to 
the  Articles  of  Confederation  until  the  larger  states  had  yielded  their 
claims  to  the  territory  west  of  the  Alleghanies  won  the  control  over 
that  country  for  the  Congress  of  the  United  States,  and  thereby 
exerted  a  powerful  influence  towards  unity,  at  a  time  when  discord 
ran  high  and  the  prospects  of  the  United  States  becoming  a  nation 
were  at  the  lowest  ebb1. 

For  the  government  of  the  territory  thus  subjected  to  National 
control  provision  was  made  by  the  ordinances  of  1784,  1785,  and 
1787.  The  second  of  these  provided  for  the  reservation  to  the 
United  States  of  certain  sections  in  each  township  for  future  sale/ 
The  last,  the  celebrated  ordinance  of  1787,  provided  that  "  the  navi- 
gable waters  leading  into  the  Mississippi  and  St.  Lawrence,  and  the 
carrying-places  between  the  same,  shall  be  common  highways,  and 
forever  free,  as  well  to  the  inhabitants  of  the  said  territory  as  to  the 
citizens  of  the  United  States  and  those  of  any  other  states  that  may 
be  admitted  into  the  Confederacy,  without  any  tax,  impost  or  duty 
therefor."  The  sections  of  public  land  reserved  for  sale  by  the 
former  of  these  ordinances  later  furnished  the  pecuniary  basis  for  the 
National  Road,  while  the  phraseology  of  the  latter  anticipated  the 
large  national  character  of  that  highway. 

ALEXANDER    HAMILTON    AND    THE    NATIONAL    IMPROVEMENT    OF 

HIGHWAYS. 

Before  the  beginning  of  the  present  century  there  had  been  sug- 
gested plans  for  an  improvement  of  the  main  routes  of  travel  by  the 

1  For  an  elaborate  discussion  of  this  see  H.  B.  Adams'  work  referred  to 
above. 

2  Journals  of  Congress,  1785,  May  20,  vol.  x,  p.  171. 

3  Journals  of  Congress,  1787,  July  13,  vol.  xii,  p.  91. 


MARYLAND    GEOLOGICAL    SURVEY  181 

\ 

National  Government.  Perhaps  the  most  comprehensive  of  these 
early  schemes  was  that  of  the  great  financier  and  statesman,  Alexander 
Hamilton,  who  emphasized  the  value  and  necessity  of  the  extension 
and  the  "  improvement  of  the  great  communications,  as  well  internal 
as  coastwise,  by  turnpike  roads,"  which  "  would  be  a  measure  univer- 
sally popular.  None  can  be  more  so.  For  this  purpose,"  he  con- 
tinued, "  a  regular  plan  should  be  adopted,  coextensive  with  the 
Union,  to  be  successively  executed,  and  a  fund  should  be  appropriated 
sufficient  for  the  basis  of  a  loan  of  a  million  of  dollars.  The  revenue 
of  the  post  office  naturally  offers  itself.  The  future  revenue  from 
tolls  would  more  than  reimburse  the  expense,  and  public  utility 
would  be  promoted  in  every  direction.1 

ALBERT    GALLATIN    AND    THE    INCEPTION    OF    THE    NATIONAL    ROAD. 

Hamilton's  suggestion  and  others  of  a  like  nature  prepared  the 
way  for  the  policy  later  supported  by  Gallatin,  Calhoun,  and  Clay. 
To  Albert  Gallatin,  who  was  Secretary  of  the  Treasury  under  Jef- 
ferson, is  due  the  peculiar  character  of  the  "  enabling  act "  for  the 
admission  of  Ohio  into  the  Union  as  a  state.  This  act  contained  a 
provision  that  "  one-twentieth  part  of  the  net  proceeds  of  the  lands 
lying  within  the  said  state  sold  by  Congress,  from  and  after  the  30th 
of  June  next,  after  deducting  all  expenses  incident  to  the  same,  shall 
be  applied  to  laying  out  and  making  public  roads  leading  from  navi- 
gable waters  emptying  into  the  Atlantic  to  the  Ohio,  to  the  state  and 
through  the  same,  such  roads  to  be  laid  out  under  the  authority  of 
Congress,  with  the  consent  of  the  several  states  through  which  the 
road  shall  pass."  An  attempt  to  devote  one-tenth,  instead  of  one- 
twentieth  of  the  proceeds  of  land  sales  to  this  purpose  failed  in  the 
Senate/ 

Gallatin  recommended  the  construction  of  these  roads  in  the  highest 
terms.  They  "  will  be,"  he  said,  "  as  beneficial  to  the  parts  of  the 
Atlantic  States  through  which  they  are  to  pass,  and  nearly  as  much 

"Hamilton  to  Dayton  (1799)  in  Lodge,  Hamilton's  Works,  pp.  517-19. 
'  Act  of  April  30,  1802. 

*  Provisions  similar  to  the  above  were  contained  in  the  acts  for  the  admis- 
sion of  Indiana,  Illinois  and  Missouri. 
12 


182  HIGHWAY    LEGISLATION    IN    MARYLAND 

to  a  considerable  portion  of  the  Union,  as  to  the  Northwestern  Terri- 
tory itself."  l 

A  year  later  Congress  appropriated  three-fifths  of  the  one-twentieth, 
or  five  per  cent. ;  i.  e.,  three  per  cent,  of  the  whole,  to  "  laying  out 
and  making  roads  from  the  navigable  waters  emptying  into  the  At- 
lantic to  the  river  Ohio,  to  the  said  State." 

In  the  next  Congress  an  attempt  was  made  to  pass  a  law  author- 
izing the  President  to  provide  for  the  exploration  of  suitable  routes, 
but  this  was  frustrated  by  the  Senate.  In  1805,  however,  a  report 
was  presented  by  Mr.  Tracy  of  Massachusetts,  showing  that  the  net 
proceeds  of  the  sales  of  lands  in  the  state  of  Ohio  from  July  1,  1802, 
to  September  30,  1805,  amounted  to  $632,604.27,  2  per  cent,  of 
which,  or  $12,652,  was  then  subject  to  the  uses  directed  by  the  law  of 
1802.  This  report  also  discussed  the  best  location  for  the  proposed 
road  or  roads,  treating  especially  of  the  relative  distances  of  the  cities 
of  the  Atlantic  coast  to  the  Ohio  river.  A  route  was  recommended 
as  follows: 

"  The  State  of  Maryland,  with  no  less  spirit  and  perseverance  [than 
Pennsylvania] ,  are  engaged  in  making  roads  from  Baltimore  and  from 
the  western  boundary  of  the  District  of  Columbia,  through  Fred- 
erick-town to  Williarnsport.  Were  the  Government  of  the  United 
States  to  direct  the  expenditure  of  the  fund  in  contemplation  upon 
either  of  these  routes,  for  the  present,  in  Pennsylvania  or  Maryland, 
it  would,  probably,  so  far  interfere  with  the  operations  of  the  respec- 
tive States,  as  to  produce  mischief  instead  of  benefit;  especially  as 
the  sum  to  be  laid  out  by  the  United  States  is  too  inconsiderable,  alone, 
to  effect  objects  of  such  magnitude.  But  as  the  State  of  Maryland 
have  no  particular  interest  to  extend  their  road  across  the  mountains 
(and  if  they  had  it  would  be  impossible,  because  the  State  does  not 
extend  so  far),  the  Committee  have  thought  it  expedient  to  recom- 
mend the  laying  out  and  making  a  road  from  Cumberland,  on  the 
northerly  bank  of  the  Potomac,  and  within  the  State  of  Maryland, 
to  the  river  Ohio,  at  the  most  convenient  place  between  a  point  on  the 
easterly  bank  of  said  river,  opposite  to  Steubenville,  and  the  mouth  of 

1  Letter  of  Feb.  13,  1802.  2  Act  of  March  3,  1803. 


MARYLAND    GEOLOGICAL    SURVEY  183 

Grove  Creek,  which  empties  into  said  river  Ohio,  a  little  below 
"Wheeling  in  Virginia.  This  route  will  meet  and  accommodate  the 
roads  leading  from  Baltimore  and  the  District  of  Columbia;  it  will 
cross  the  Monongahela  river,  at  or  near  Brownsville,  sometimes  called 
Redstone,  where  the  advantage  of  boating  can  be  taken;  and  from 
the  point  where  it  will  probably  intersect  the  river  Ohio,  there  are  now 
roads,  or  they  can  easily  be  made  over  feasible  and  proper  ground, 
to  and  through  the  principal  population  of  the  State  of  Ohio. 

"...  To  enlarge  upon  the  highly  important  consideration  of  cement- 
ing the  union  of  our  citizens  located  on  the  Western  Waters  with 
those  of  the  Atlantic  States,  would  be  an  indelicacy  offered  to  the 
understanding  of  the  body  to  whom  this  report  is  addressed,  as  it 
might  seem  to  distrust  them.  But  from  the  interesting  nature  of 
the  subject  the  Committee  are  induced  to  ask  the  indulgence  of  a 
single  observation.  Politicians  have  generally  agreed  that  rivers 
unite  the  interests  and  promote  the  friendship  of  those  who  inhabit 
their  banks,  while  mountains,  on  the  contrary,  tend  to  the  disunion 
and  estrangement  of  those  who  are  separated  by  their  intervention. 
In  the  present  case,  to  make  the  crooked  ways  smooth,  will,  in  effect, 
remove  the  intervening  mountains,  and  by  facilitating  the  intercourse 
of  the  western  brethren  with  those  of  the  Atlantic,  substantially 
unite  them  in  interests,  which  the  Committee  believe,  is  the  most 
effectual  cement  of  union  applicable  to  the  human  race." 

THE  MARYLAND  ROUTE  SELECTED. 

In  accordance  with  these  recommendations,  a  law  was  finally  passed 
by  Congress  in  March,  1806,2  authorizing  the  President  to  appoint 
"  three  discreet  and  disinterested  persons  to  lay  out  a  road  from  Cum- 
berland or  a  point  on  the  northern  bank  of  the  river  Potomac,  in  the 
State  of  Maryland,  between  Cumberland  and  the  place  where  the 
main  road  leading  from  Gwynn's  to  Winchester,  in  Virginia,  crosses 
the  river,  to  the  State  of  Ohio."  They  were  to  examine  the  route, 
and  make  a  report  to  the  President.  Also,  by  this  act,  the  first  appro- 

1  Senate  Reports.     9th  Cong-.,  1st  Sess.,  Rep.  No.  195. 

3  An  Act  to  Regulate  the  Laying  out  and  Making  a  Road  from  Cumber- 
land, in  the  State  of  Maryland,  to  the  State  of  Ohio.     Approved  Mar.  29,  1806. 


184  HIGHWAY    LEGISLATION    IN    MARYLAND 

priation  of  $30,000  was  made  to  defray  the  expense  of  laying  out 
and  making  the  road.  The  President  was  authorized,  if  he  accepted 
the  report  of  the  Commissioners,  to  pursue  such  measures  as  he 
thought  proper  and  to  obtain  the  consent  of  the  necessary  states  for 
the  construction  of  the  road  through  their  territory. 

The  Commissioners  appointed  by  President  Jefferson — Eli  Wil- 
liams, Thomas  Moore,  and  Joseph  Kerr — presented  one  report  De- 
cember 30,  1806,  and  a  second  January  15,  1808.  The  latter  was 
transmitted  to  Congress  by  President  Jefferson  with  his  approval  on 
February  19,  1808.* 

CONSENT   OF  THE   STATES   AND  FEDERAL   APPROPRIATIONS. 

In  the  meanwhile  Maryland,2  Pennsylvania,  and  Virginia  had  by 
statute  granted  permission  to  the  Federal  Government  to  construct 
the  road  through  their  territory.  In  1810  accordingly,  there  was 
begun  a  series  of  appropriations  for  the  Cumberland  Road  which 
finally  aggregated  about  $7,000,000. 3  The  contract  for  the  first  ten 
miles  was  given  in  1811  and  the  road  was  thrown  open 'to  the  public  in 
1818.4  From  that  time  "  until  the  coming  of  the  railroad  west  of 
the  Alleghany  Mountains,  in  1852,  the  National  Road  was  the  one 
great  highway  over  which  passed  the  bulk  of  trade  and  travel  and 
the  mails  between  the  East  and  West." 

The  details  of  the  construction  of  the  National  Road  and  its  very 
interesting  historical  associations  must  be  omitted  here,  with  the 
exception  of  a  brief  resume  of  the  important  events  of  its  subsequent 
history. 

In  1817,  John  C.  Calhoun  introduced  into  the  House  of  Repre- 
sentatives a  bill  to  set  aside  for  roads  and  canals  the  bonds  and  divi- 
dends received  by  the  United  States  from  its  newly-chartered  National 

1  Exec.  Commun.,  10th  Cong.,  1st  Sess. 

2  See  Message  of  President  Jefferson,  Feb.  19th,  1808.     Maryland  expressed 
her  consent  by  1806,  chap.  Ixx,  "  An  Act  vesting  certain  powers  in  the  Presi- 
dent of  the  United  States." 

3  The  appropriations  are  to  be  found  in  Searight.     The  Old  Pike,  pp.  100-6. 
«  Searight.     The  Old  Pike,  p.  16.     See  below. 

11  Searight.     The  Old   Pike,    16.     A  work  containing  many   interesting  de- 
scriptions and  anecdotes  brought  together  in  a  colloquial  manner. 


MARYLAND    GEOLOGICAL    SURVEY  185 

Bank.  Henry  Clay  supported  the  bill;  but  as  amended  and  passed, 
it  was  vetoed  by  President  Madison  upon  the  ground  that  it  was 
beyond  the  constitutional  powers  of  Congress.1  Five  years  later 
President  Monroe  vetoed  another  bill  which,  besides  making  a  regular 
appropriation  for  the  preservation  and  repair  of  the  road,  provided 
for  the  erection  of  turnpikes  and  the  collection  of  tolls  and  for  the 
protection  of  the  road  from  malicious  injuries.2 

NATIONAL  ROAD   UNDER   STATE   CONTROL. 

Regular  appropriations,  however,  were  permitted  to  go  on  and  the 
road  was  continued  farther  west  from  time  to  time.  The  eastern 
part  fell  into  bad  repair;  and  in  1831  the  Legislature  of  Pennsylvania 
passed  an  act,  appointing  commissioners  to  build  toll-houses  and  erect 
gates  on  so  much  of  the  road  as  lay  within  the  State  of  Pennsylvania. 
The  act  was  to  be  effective  only  upon  the  condition  that  Congress 
should  have  the  road  put  in  good  repair  and  make  an  appropriation 
for  the  erection  of  toll-houses  by  the  Pennsylvania  Commissioners." 

A  similar  act  had  been  passed  by  the  Legislature  of  Ohio  a  short 
time  before.  In  1832  4  Maryland  proposed  her  acceptance  of  the 
road  upon  the  same  terms  as  Pennsylvania;  and  Virginia  did  likewise. 
Congress  assented  to  this  proposition  the  same  year/  and  commis- 
sioners were  appointed  by  the  states.  The  road,  as  repaired  by  the 
Federal  Government,  was  finally  accepted  by  the  states  at  slightly 
different  times.  Maryland  signified  her  acceptance  in  1834,"  and  the 
next  year  made  provision  for  its  preservation  under  state  control  by 
the  establishment  of  rates  of  toll  and  the  appointment  of  officials.1 
The  road  then  remained  the  subject  of  frequent  legislation  until  1878, 
when  it  was  put  under  the  control  of  Allegany  and  Garrett  counties.8 

Other  roads  were  constructed  by  the  Federal  Government  at  vari- 
ous times  and  in  different  parts  of  the  Union ;  but  the  road  from  Cum- 
berland has  borne  the  lasting  title  of  "  The  National  Road."  Attempts 

'Richardson.  [Ed].  Messages  and  Papers  of  the  Presidents,  vol.  i,  p.  584. 
(Mar.  3,  1817.) 

'Ibid.,  vol.  ii,  p.  142.     (May  4,  1822.) 

*  Laws  of  Pennsylvania,  1831,  approved  April  4.  *  Chap.  Iv. 

5  22nd  Cong.,  Sess.  1,  chap,  cliii,  approved  July  3,  1832.  •  Chap,  cciii. 

1  Chap.  cccv.  *  Chap,  clviii. 


186  HIGHWAY    LEGISLATION    IN    MARYLAND 

were  made  to  provide  for  the  construction  of  other  national  roads 
passing  through  the  state  of  Maryland,  but  they  were  entirely  unsuc- 
cessful.1 The  National  Road,  however,  was  a  success,  and  for  many 
years  was,  indeed,  the  "  channel  of  conveyance  of  the  extensive  and 
valuable  trade  of  a  rising  empire." 

The  National  Road  was  described  in  1879  as  follows: 
"  It  was  excellently  macadamized ;  the  rivers  and  creeks  were 
spanned  by  stone  bridges;  the  distances  were  indexed  by  iron  mile- 
posts,  and  the  toll-houses  supplied  with  strong  iron  gates.  Its  pro- 
jector* and  chief  supporter  was  Henry  Clay,  whose  services  in  its 
behalf  are  commemorated  by  a  monument  near  Wheeling.  There 
were  sometimes  twenty  gaily-painted  four-horse  coaches  each  way 
daily.  The  cattle  and  sheep  were  never  out  of  sight.  The  canvas- 
covered  wagons  were  drawn  by  six  or  twelve  horses.  Within  a  mile 
of  the  road  the  country  was  a  wilderness,  but  on  the  highway  the 
traffic  was  as  dense  as  in  the  main  street  of  a  large  town.  Ten  miles 
an  hour  is  said  to  have  been  the  usual  speed  for  coaches;  but  between 
Hagerstown  and  Frederick  they  were  claimed  to  have  made  twenty- 
six  miles  in  two  hours.  These  coaches  finally  ceased  running  in 
1853.  There  were  also  through  freight-wagons  from  Baltimore  to 
Wheeling,  which  carried  ten  tons.  They  were  drawn  by  twelve 
horses,  and  their  rear  wheels  were  ten  feet  high.3 

Though  its  glories  have  long  since  departed,  and  coach  and  wagon 
no  more  throng  its  way,  the  National  Road,  rich  in  its  associations  of 
historic  interest,  still  constitutes  one  of  the  most  enduring  monuments 
of  Maryland's  past,  while  the  idea  to  which  it  owes  its  existence — 
the  welding  of  the  West  and  the  East  in  commercial  and  national 
unity — has  found  other  and  more  lasting  expression. 

1  E.  g.,  1.  A  turnpike  road  along  the  Atlantic  coast,  from  Maine  to  Georgia. 
2.  A  national  road  from  Washington  to  Buffalo. 

-  An  error. 

8  Quoted  in  an  article  by  Richard  Stone,  "  Historical  Sketch  of  National 
Road  Building,"  in  Journal  of  the  Massachusetts  Highway  Association,  vol. 
i,  No.  3. 


PART  IV 


THE   PRESENT  CONDITION  OF  MARYLAND 

HIGHWAYS 


BY 

ARTHUR  NEWHALL  JOHNSON 


THE  PRESENT  CONDITION  OF  MARYLAND 

HIGHWAYS. 

BY 

ARTHUR  NEWHALL  JOHNSON. 


INTRODUCTION. 

A  knowledge  of  the  present  condition  of  Maryland  highways  is  of 
value  to  all  who  are  interested  in  their  improvement,  and  any  satisfac- 
tory study  of  the  subject  must  give  information  which  wrill  lead  to 
the  betterment  of  the  roads  of  the  state  without  any  marked  increase 
in  the  expenditures  upon  them.  The  present  investigation,  which  is 
based  upon  all  of  the  available  official  information  concerning  the 
highways  and  upon  a  personal  study  of  the  greater  portion  of  the 
roads,  is  intended  to  give  facts  regarding  their  present  condition  and 
the  methods  of  road-repair  now  in  vogue. 

A  complete  statement  regarding  the  roads  must  include  an  account 
of  the  mileage,  kinds  of  roads,  and  their  state  of  repair.  The  figures 
introduced  in  this  report  are  believed  to  be  as  accurate  as  it  is  possible 
to  obtain  at  the  present  time.  They  are  based  upon  the  figures 
obtained  from  the  offices  of  the  County  Commissioners  in  the  several 
counties  and  from  nearly  nine  hundred  replies  to  inquiries  sent  to 
farmers  in  almost  every  neighborhood  in  the  state.  The  statements 
regarding  the  state  of  repair,  the  amount,  distance,  and  cost  of  hauling 
are  based  upon  a  personal  inspection  of  over  2,500  miles  of  road 
representing  every  county  of  the  state  and  upon  the  information  fur- 
nished by  the  farmers  in  answer  to  the  circulars  distributed  among 
them.  Additional  facts  concerning  the  general  scope  of  road-repairs, 
methods,  machinery,  and  expenditures,  were  obtained  from  the  offices 
of  the  County  Commissioners. 

The  methods   of  applying  the  funds  appropriated   for   highway- 


190  THE    PRESENT    CONDITION    OF    MARYLAND    HIGHWAYS 

construction  fall  into  two  classes.  In  the  case  of  bridges,  and,  mani- 
festly necessary  improvements  at  local  points,  it  has  been  customary 
in  almost  all  of  the  counties  to  allot  relatively  large  sums  for  special 
-cases.  In  the  matter  of  repairing  the  road-bed  it  seems  to  be  the 
custom  in  nearly  every  county  to  so  apportion  the  money  that  its 
expenditure  will  be  uniformly  distributed  over  the  mileage  of  the 
county  with  little  regard  to  the  needs  of  any  particular  portion  of  a 
given  road.  In  this  way  it  often  happens  that  a  sum  is  assigned  to  a 
road  to  be  applied  at  a  uniform  rate,  mile  by  mile,  instead  of  locally, 
in  the  reduction  of  a  heavy  grade  or  the  betterment  of  the  worst  por- 
tions of  the  road.  The  present  method  leaves  very  much  to  be  de- 
.sired,  as  the  thin  veneering  of  improvement  upon  the  roads  is  soon 
lost  and  the  roads  return  to  their  former  condition.  With  the  appli- 
cation of  the  money  for  specific  improvements  the  result  is  far  dif- 
ferent, since  in  a  few  years  there  is  a  marked  advance  in  the  average 
-condition  of  the  highway.  The  few  cases  in  which  this  method  has 
been  employed  emphasize  most  strongly  the  general  lack  of  benefit 
received  from  the  larger  portion  of  the  money  spent  annually  on  the 
roads. 

MILEAGE. 

The  total  mileage  of  the  highways  in  Maryland,  as  shown  by  the 
records  in  the  County  Commissioners'  offices  and  the  best  maps  pub- 
lished, amounts  to  14,483  miles  exclusive  of  city  streets.  This  is  an 
average  of  1.47  miles  per  square  mile  of  area.  The  roads  embraced 
in  this  estimate  may  be  classified  in  various  ways.  According  to  the 
nature  of  the  surfacing,  they  include  stone,  gravel,  shell,  and  dirt 
roads,  the  last  including  all  which  have  had  no  surfacing  other  than 
that  of  the  earth  composing  the  original  road-bed.  The  grouping  of 
the  highways  in  this  manner  brings  out  the  fact  that  there  are  890 
miles  of  stone  road,  including  the  turnpikes  or  toll-roads,  225  miles  of 
gravel  road,  and  250  miles  of  shell  road,  leaving  13,118  miles  of  dirt 
or  unimproved  roads. 

If  another  classification  is  made  dividing  the  highways  into  main 
thoroughfares  and  by-roads  there  are  found  to  be  2,021  miles  of 
main  roads  or  14  per  cent,  of  the  total  mileage.  The  general  location 
of  these  roads  for  the  whole  state  is  given  in  Plate  XV,  while  on  the 


MARYLAND  GEOLOGICAL  SURVEY 


THE 

MAIN   HIGHWAYS 


MARYLAND 

INCLUDING 

DELAWARE  AND  THE  DISTRICT  OF  COLUMBIA 


0  S  10 


SCAJL:E 

1:1,250,000.    20^files-lln.cli 


MARYLAND  GEOLOGICAL  SURVEY 

WM.  BULLOCK  CLARK,  STATE  OEOLOOI3T 


1899 


LEGEND 


MAIN   COUNTY   ROADS 
TOLL  ROADS 


ABANDONED  TOLL   ROADS 

NOTE. — See  individual  county  maps  for  the  identification  of  the  different  roads. 


VOLUME    III,  PLATE  XV. 


MARYLAND    GEOLOGICAL    SURVEY 


191 


individual  county  maps,  Plates  XX  to  XXVIII,  the  towns  along  the 
routes  have  been  shown  so  that  a  more  complete  conception  may  be 
gained  of  their  location.  Nearly  all  the  turnpikes  are  included  in 
this  list,  as  they  still  constitute  some  of  the  principal  routes. 

Since  the  building  of  many  of  the  turnpikes  the  section  of  country 
opened  by  them  has  been  traversed  by  railroads.  This  has  reduced 
to  almost  zero  the  hauling  over  some  sections  of  the  turnpikes,  so  that 
there  is  no  longer  revenue  enough  derived  to  maintain  the  road. 
When  this  has  happened  the  particular  section  of  a  turnpike  has  been 
abandoned  and  turned  over  to  the  care  of  the  counties.  These  aban- 
doned portions  of  turnpike,  where  the  old  road-bed  has  been  left,  are 
shown  on  the  map  by  dotted  red  lines.  This  leaves  at  present  497 
miles  of  road  on  which  toll  is  collected,  or  about  25  per  cent,  of  the 
main  roads  of  the  state.  The  following  table  gives  the  mileage  by 
counties  for  each  type  of  road  enumerated  above: 

TABLE  SHOWING  THE  MILEAGE  OF  MARYLAND  ROADS  BY  COUNTIES  AND 

TYPES. 


County. 
Allegany  

Total 
Mileage, 
Including 
turnpikes. 

.      550 

Miles  of 
road  per 
sq.  mile 
of  area. 

1   15 

Dirt 
roads. 

490 

Stone    Gravel 
roads,   roads. 

60        

Shell 
road?. 

Anne  Amndel  .  . 
Baltimore  

.      521 

.   1,060 

1.31 
1.72 

470 
640 

1            25 
310        .... 

25 
110 

Calvert  

265 

1  21 

265 

Caroline  

547 

1   74 

537 

10 

Carroll  

.      800 

1   88 

758 

42 

Cecil  

700 

1  87 

688 

5           10 

2 

Charles  

.      465 

1  00 

365 

100 

Dorchester  

.      600 

0.99 

580 

20 

Frederick.  .   .  . 

1  280 

2  02 

1  150 

130 

Garrett  

.      650 

0  96 

628 

22       .... 

Harf  ord  

.      800 

1  90 

680 

100           15 

5 

Howard 

448 

1   79 

400 

48       ... 

Kent  

435 

1  37 

430 

5 

Montgomery..  .  . 

.      835 

1  64 

790 

45       ... 

Prince  George's. 
Queen  Anne's  .  . 

.      530 
.      563 

1.10 
1  60 

480 
555 

50 

8 

St.  Mary's  

535 

1  49 

505 

25 

5 

Somerset  

.      495 

1  36 

465 

80 

Talbot  

.      400 

1  40 

380 

20 

Washington  .... 

799 

1  84 

672 

127       

Wicomico  

605 

1  64 

595 

10 

Worcester  

.      600 

1  26 

600 

Miles  Percentage 
of  Main   of  Main    Toll- 
roads,     roads,    roads. 

107 

19 

96 

18 

170 

16 

154 

58 

22 

60 

11 

68 

9 

30 

91 

13 

100 

22 

109 

18 

172 

13 

129 

80 

12 

96 

12 

8 

60 

13 

35 

63 

14 

.... 

120 

14 

37 

73 

15 

70 

12 

85 

16 

50 

10 

.... 

44 

11 

137 

17 

104 

54 

9 

.... 

58 

10 

.... 

State 14,483         1.47     13,118 


890 


225 


250      2,021         14 


497 


192  THE    PRESENT    CONDITION    OF    MARYLAND    HIGHWAYS 


GENERAL  OUTLINE  OF  HIGHWAY  CONDITIONS. 

THE  SURFACE  OF  THE  COUNTRY  TRAVERSED. 

The  discussion  of  this  subject  falls  into  three  major  divisions  corre- 
sponding to  the  physiographic  provinces  of  the  state,  in  each  of  which, 
as  earlier  described  by  Professor  Clark,  characteristic  highway  con- 
ditions prevail.  These  differences  modify  the  construction  of  the 
roads  relative  to  location,  grade,  and  material  of  the  road-bed. 

APPALACHIAN    REGION. 

The  steepest,  most  nigged,  and  wildest  portions  of  the  state  are 
found  in  the  western  part  of  the  Appalachian  district,  where  the 
amount  of  travel  is  sometimes  so  small  that  the  roads  are  little  better 
than  well-cleared  wood-roads. 

The  difficulties  have  also  been  so  great  that  little  effort  has  been 
made  to  locate  and  construct  the  roads  to  advantage.  That  the  diffi- 
culties are  surmountable  was  shown  by  the  construction  of  the  Na- 
tional Road,  which  begins  at  Cumberland  and  traverses  the  many 
mountainous  ridges  in  the  northwestern  portion  of  the  state.  In  the 
building  of  this  road  the  location  was  so  carefully  planned  that  there 
are  no  grades  over  eight  per  cent.  The  Williams  Road,  situated  east 
of  Cumberland,  also  shows  the  result  of  considerable  skill  employed 
in  its  location. 

A  second  feature  of  the  roads  in  this  area  is  their  location  either 
in  the  valleys  or  on  the  level  tops  of  the  ridges.  The  former  are 
serviceable  for  short  hauls,  as  many  of  the  farms  are  located  in  the 
valleys.  The  main  lines  of  travel,  however,  include  the  roads  on  the 
top  of  the  ridges,  such  as  the  Hoop  Pole  Ridge  Road  in  Garrett 
county.  These  ridges  trend  across  the  state  in  a  northeasterly-south- 
westerly direction.  The  connection  between  the  valley  and  ridge, 
portions  of  the  road  involves  steep  grades,  which  invariably  are  much 
higher  than  is  suitable  for  a  good  highway.  Grades  as  high  as 
twenty-two  per  cent,  were  measured,  while  those  of  twelve  to  fifteen 
per  cent,  were  of  frequent  occurrence.  Such  steepness  in  the  roads, 


MARYLAND    GEOLOGICAL    SURVEY  193 

together  with   the  roughness  of  their  surface,   precludes  economic 
hauling. 

CENTRAL   AND   SOUTHERN    MARYLAND. 

In  the  counties  of  central  and  southern  Maryland  the  general  level 
is  more  uniform,  but  steep  grades  are  always  encountered  at  the 
stream-crossings.  The  length  of  these  grades  varies  from  one-eighth 
to  one-half  of  a  mile,  depending  upon  the  depth  to  which  the  stream 
has  cut  below  the  general  level  of  the  surface.  The  grades  at  these 
points  generally  average  10  feet  in  100  and  are  seldom  less  than  8  per 
cent. 

The  part  of  the  Coastal  Plain  on  the  Western  Shore,  which  in- 
cludes southern  Maryland,  presents  typical  characteristics  of  topog- 
raphy and  soil  which  give  to  this  section  conditions  producing  espec- 
ially bad  roads.  The  general  level  of  St.  Mary's,  Calvert,  and  por- 
tions of  Anne  Arundel,  Prince  George's  and  Charles  counties,  is  about 
100  feet,  while  farther  inland,  adjacent  to  the  Piedmont  Plateau,  it 
increases  to  more  than  200  feet.  Since  the  soil  consists  mostly  of 
flays,  often  overlain  with  sands  and  gravels  with  no  underlying  rocks 
to  withstand  the  erosive  action  of  the  streams,  the  latter  have  been 
cut  down  to  very  nearly  tide-water  level,  while  their  banks  have  been 
carved  by  the  rains  into  deep  gullies  which  extend  in  every  direction. 

All  the  streams  in  reaching  tide-water  level  have  cut  through  the 
soil  from  100  to  180  feet,  leaving  slopes  of  this  height  which  it  is 
necessary  to  descend  and  ascend  in  crossing  from  one  side  of  a  stream 
to  the  other.  In  some  instances  a  road  crosses  the  gully  diagonally 
and  so  avoids  excessive  grade,  but  most  of  the  crossings  are  at  right 
angles  with  the  course  of  the  stream.  Owing  to  the  hilly  character 
and  the  great  depth  of  soil  the  roadways  in  this  section  have  suffered 
nrnch  from  washouts.  Frequently  the  side  ditches  are  gullied  to  a 
depth  of  five  or  six  feet  below  the  surface  of  the  road,  which  itself  is 
a  number  of  feet  below  the  general  level  of  the  ground.  This  has 
caused,  in  consequence,  many  narrow  and  dangerous  roads.  Some- 
times the  entire  roadway  becomes  so  cut  down  that  its  identity  is 
lost  and  it  is  impossible  for  vehicles  to  pass.  Then  a  new  roadway  is 
started. 


194  THE    PRESENT    CONDITION    OF    MARYLAND    HIGHWAYS 

In  the  endeavor  to  save  the  road  stakes  are  driven  along  the  sides 
of  the  ditches  nearest  the  road  and  brush  is  interwoven  with  them. 
Small  trees  are  also  thrown  into  the  ditches  to  check  the  force  of  the 
water.  The  roads  suffer  least  when  a  thick  growth  of  trees  and 
bushes  has  grown  between  the  roadway  and  the  ditch,  for  the  dense 
mass  of  roots  holds  the  bank  in  place  and  prevents  a  further  encroach- 
ment upon  the  road  itself.  But  only  a  few  favorably  situated  roads 
are  thus  protected,  as  the  conditions  are  not  such  as  would  warrant  any 
attempt  toward  starting  such  a  growth. 

Wherever  the  roads  are  over  a  hilly  or  rolling  country  it  may  be 
noticed  that  there  are  many  sections  in  which  the  road-bed  is  much 
below  the  level  of  the  adjacent  surface  of  the  land.  Moreover,  it 
is  evident  that  a  large  quantity  of  earth  has  been  removed  which  has 
not  been  used  towards  filling  the  hollows,  for  embankments  are 
formed  on  only  a  few  of  the  roads.  When  first  opened  the  roads 
follow  the  irregularities  of  the  surface,  the  road-bed  being  practically 
at  the  same  elevation.  The  travel  over  these  roads  soon  forms  ruts 
and  hollows  in  which  the  storm-water  is  collected  and  carried  from 
the  tops  of  the  hills  along  the  roadway  to  the  bottom.  Wherever 
there'  is  clay  or  loose  soil  to  be  easily  washed  away  the  ditches  are 
eroded  and  increased  in  size  with  every  rain.  The  water  carries  the 
earthy  material  to  the  valleys  where  it  is  deposited  at  the  sides,  to 
be  further  removed  through  some  natural  drainage  channel,  scarcely 
any  being  deposited  in  the  roadway.  On  the  tops  of  the  knolls  the 
water  has  very  little  erosive  action,  but  as  the  volume  and  velocity 
increase  in  its  course  down  hill,  greater  energy  is  .developed  and  a 
greater  quantity  of  earth  is  cut  away. 

This  accounts  for  the  fact  that  the  deepest  cuts  on  country  roads 
are  so  often  found  part  way  up  the  grades,  while  at  the  top  there  has 
been  little  cutting,  perhaps  only  a  foot  or  two.  Eeference  to  Fig.  5 
will  perhaps  make  this  point  clear  and  bring  out,  in  addition,  an  im- 
portant feature  which  has  not  been  generally  commented  upon.  This 
figure  shows  a  longitudinal  section  or  profile  of  a  road  on  a  hill.  The 
light  line  represents  the  natural  surface  of  the  ground  which  was  orig- 
inally the  road-bed;  the  heavy  line  shows  the  relative  elevations  of  the 


MARYLAND    GEOLOGICAL    SURVEY  195- 

road-bed  at  present.  As  before  mentioned,  there  is  very  little  cutting 
at  the  tops  of  the  hills,  while  the  dirt  washed  from  the  road  does  not 
materially  raise  the  road  in  the  hollows.  Though  the  hill  remains 
about  the  same  in  height,  the  beginning  of  the  ascent  is  nearer  the 
top,  as  the  sides  have  been  washed  away,  thus  decreasing  the  distance 
in  which  to  climb  the  hill.  The  grade  of  road  is  thus  increased. 
Another  point  which  will  be  observed  on  hilly  roads  which  have  been 
gullied  out  by  the  storm-water  is  that  the  grade  is  steeper  towards 
the  top,  which  is  just  the  reverse  of  what  it  should  be.  It  is  better 
to  begin  the  ascent  on  a  steeper  grade  and  gradually  dimmish  it 
towards  the  top,  thereby  making  it  easier  for  the  horse  as  he  becomes  - 
fatigued. 


FIG.  5.— Showing  effect  of  storm-water  on  a  steep  grade.    (Vertical  scale  exaggerated.) 

The  broken  line  in  Fig.  5  shows  what  the  grade  of  the  road  should 
be.  The  deepest  cut  is  made  at  the  top,  the  earth  being  removed  to 
the  bottom  of  the  hill  to  make  an  embankment.  The  vertical  dis- 
tance to  be  overcome,  instead  of  being  H,  is  reduced  to  h,  while  the 
grades  are  less  than  on  any  portion  of  the  original  road-bed  instead  of 
steeper. 

THE  EASTERN  SHORE. 

There  is  a  marked  contrast  in  the  condition  of  roads  on  the  western 
and  eastern  portions  of  the  Coastal  Plain,  due  to  the  difference  in  the 
topography  of  these  sections.  On  the  Eastern  Shore  there  are  no 
long  grades,  although  at  the  stream-crossings  grades  of  6  to  10  per 
cent,  are  common,  which,  however,  seldom  extend  over  100  yards. 
The  present  elevation  of  the  bridges  at  these  points  is  about  30  feet, 
below  the  level  of  the  surrounding  land. 


196  THE    PRESENT    CONDITION    OF    MARYLAND    HIGHWAYS 

The  Eastern  Shore  presents  conditions  well  suited  to  excellent 
dry-weather  roads,  as  the  land  is  nearly  level,  few  areas  being  over 
50  feet  above  tide-water,  and  the  soil  for  the  most  part  is  composed  of 
a  mixture  of  clay  and  sand.  The  proportion  of  sand  and  clay  varies 
in  different  localities,  there  being  extensive  stretches  of  nearly  pure 
sand,  which  makes  some  of  the  poorest  roads  on  the  Eastern  Shore. 

There  is  a  very  interesting  phenomenon  connected  with  the  occur- 
rence of  the  sandy  sections  of  road,  which  has  probably  been  noticed 
by  all  familiar  with  them.  On  the  southeastern  banks  of  the  rivers 
there  regularly  occurs  a  surface  covering  of  loose  sand  frequently 
extending  a  mile  or  so  back  from  the  river,  while  on  the  other  bank 
there  is  found  a  clay  soil.  Thus  the  roads  near  the  rivers  on  the 
westerly  banks  are  over  a  hard  clay  soil,  while  those  on  the  eastern 
banks  are  very  sandy.  In  addition  to  these  sandy  sections,  other 
limited  areas  covered  with  a  loose  sand  occur  more  or  less  irregularly. 

The  roads  through  these  sandy  sections  are  practically  poor  through- 
out the  year,  being  in  poorest  condition  when  dry.  If  too  wet  they 
are  also  bad,  and  there  seldom  is  just  the  right  proportion  of  moisture 
to  render  the  road  at  all  firm.  A  small  amount  of  clay  mixed  with 
sand  on  the  other  hand  makes  a  very  good  dry-weather  road,  although 
in  very  wet  weather  this  renders  it  much  worse  than  a  pure  sand 
road. 

INSTRUCTIONS  TO  SUPERVISORS. 

Most  of  the  counties  issue  to  the  Road  Supervisors  instructions 
which  are  more  or  less  detailed  in  character.  Those  issued  to  the 
Supervisors  of  Washington  county  are  perhaps  the  most  explicit  and 
are  here  given  in  full. 

Read  Instructions. 

INSTRUCTIONS. 

It  shall  be  the  duty  of  the  Supervisor,  as  early  in  the  Spring  as  it  is  at 
all  practicable,  to  open  drains  on  the  hills  of  his  road  and  repair  the 
breakers. 

AH  breakers  must  be  made  with  well  broken  stone,  covered  with  suffi- 
cient dirt  to  keep  them  in  place,  and  must  be  made  as  near  square  across 
the  road  as  possible;  also  must  be  well  extended  so  as  not  to  be  so  abrupt. 

All  open  drains  across  the  road  must  be  not  less  than  six  or  eight  feet 
wide. 


MARYLAND  GEOLOGICAL  SURVEY. 


VOLUME  III,  PLATE  XVI. 


FIG.  1.— DIRT    ROAD,    HARFORD   COUNTY. 


The  FrieUeuwald  Co. 


FIG.  2.— LIMESTONE   ROAD,    WASHINGTON    COUNTY. 
TYPES    OF    ROADS. 


MARYLAND    GEOLOGICAL   SURVEY  197 

In  localities  where  stone  can  be  had  without  entailing  too  much  expense 
three-fourths  of  the  appropriation  must  be  expended  in  macadamizing. 

Filling  up  holes  with  dirt  is  especially  prohibited. 

Where  stone  cannot  be  obtained  the  road  should  be  well  graded  up  in  the 
center  and  the  side  drains  kept  well  open. 

Ten  cents  per  perch  shall  be  allowed  for  stone  delivered  on  the  road,  the 
furnishing  of  which  must  be  by  and  under  the  supervision  of  the  Super- 
visor, and  must  be  paid  for  out  of  the  appropriation  made  for  such  road. 

In  all  instances  stone  must  be  well  broken,  not  only  the  top  ones  but 
all  that  are  put  on  the  road. 

When  an  appropriation  of  more  than  ten  dollars  is  made  the  Supervisor 
shall  employ  three  good  hands. 

At  least  three-fourths  of  the  appropriation  must  be  worked  out  before 
July  1st,  and  the  remainder  before  November  15th. 

If  Supervisors  expend  more  than  the  appropriation  without  first  gaining 
consent  of  the  Board  of  Commissioners,  the  excess  will  not  be  paid. 

The  above  instructions  must  be  fully  complied  with,  and  upon  satisfactory 
information  of  their  not  being,  the  above  commission  will  be  revoked  and 
another  person  appointed  to  succeed  such  Supervisor. 

By  order, 

DIRT  ROADS. 

A  considerable  variety  in  the  method  of  treatment  of  dirt  roads 
is  found  in  different  parts  of  the  state,  according  to  their  character 
and  location.  Thus,  the  roads  in  a  clay  soil  are  susceptible  to  dif- 
ferent treatment  from  those  of  a  sandy  or  stony  ground,  and  roads 
on  the  hillsides  require  different  treatment  for  their  preservation  from 
those  traversing  level  country. 

The  usual  method  of  working  a  dirt  road  when  composed  of  soil 
free  from  large  stones,  is  to  run  a  plough  along  either  side  to  form  a 
ditch,  and  if  there  is  no  more  money  to  carry  the  work  through,  it 
ends  here,  leaving  the  road  with  a  mound  of  earth  on  either  side,  which 
prevents  the  water  from  leaving  the  road-bed.  There  are  many 
roads  in  various  sections  left  in  this  manner.  Another  step  toward 
working  the  road  is  to  throw  the  loose  material  from  the  ditch  into 
the  center.  Where  the  road-machines  are  used  the  work  of  shaping 
the  road  is  much  facilitated  and  for  a  time  the  road  presents  a  much 
neater  appearance.  On  level  tracts,  especially  where  there  is  a  hard, 
compact  soil,  a  considerable  improvement  can  be  made  very  cheaply 
with  the  road-machine,  but  generally  too  much  is  expected  of  it  and 
its  work  is  not  supplemented,  as  it  should  be,  by  proper  grading  and 

13 


198  THE    PRESENT    CONDITION    OF    MARYLAND    HIGHWAYS 

subsequent  rolling  of  the  road-bed.  It  oftentimes  happens  that 
instead  of  the  road  being  improved,  time  and  money  are  spent  pro- 
ducing results  absolutely  harmful.  In  very  stony  soil  road-machines 
and  scrapers  cannot  be  used  at  all,  so  that  whatever  work  is  done  upon 
such  roads  must  be  with  pick  and  shovel.  Occasionally  projecting 
outcrops  of  rock  are  broken  off  with  hammers. 

The  steeper  portions  of  the  roads  have  "  water-breaks "  or 
''  breakers  "  constructed  at  intervals  more  or  less  frequent  according 
to  the  amount  of  money  at  hand  for  the  purpose.  They  are  made  in 
various  ways  and  often  show  considerable  individuality  of  treatment. 
Usually  they  consist  of  a  mound  of  earth  or  broken  stone  covered  with 
dirt  extending  square  across  the  road.  Plate  XXXIII  shows  a  road 
liberally  provided  with  these  breakers.  The  object  is  to  turn  to  one 
side  the  storm-water,  preventing  the  gullying  of  the  roadway.  At 
the  same  time  they  form  ugly  obstructions  to  travel  and  increase  the 
work  of  a  horse  hauling  over  them.  They  are  often  2  feet  above  the 
road.  An  instance  was  noticed  where  the  supervisor  had  made  a 
breaker  of  small  logs  4  to  6  inches  in  diameter,  placed  across  the  road 
and  covered  with  stone  and  dirt,  the  whole  making  a  formidable 
obstruction. 

A  method  frequently  seen  employed  on  dirt  roads  is  to  plough  the 
entire  roadway  and  then  shape  with  the  scraper  or  some  form  of  road- 
machine.  This  leaves  a  mass  of  loose  dirt  in  the  roadway,  in  which 
ruts  are  soon  formed  ready  to  collect  the  rain-water.  This  readily 
finds  it  way  to  the  subsoil,  and  so  softens  it  that  the  wheels  cut  yet 
deeper  into  the  soft  mud  which  forms  after  a  protracted  period  of  wet 
weather.  It  is  a  great  mistake  to  loosen  the  firmly  compacted  earth 
road-bed,  as  bad  effects  are  sure  to  follow.  It  is  only  where  the  road- 
bed has  become  worn  very  uneven  that  ploughing  should  be  done.  The 
better  way  is  to  build  up  with  new  materials  from  the  sides  of  the 
road,  then  shape  and  roll  as  firmly  as  possible.  The  dirt  roads 
receive  far  too  much  scraping  and  digging.  They  are  shaped  up  at 
the  expense  of  material  in  the  roadway  and  not  by  the  addition  of 
material  to  it.  There  is  much  material  washed  away  by  the  rains 
which  is  not  replaced,  and  the  roadway  as  a  result  gradually  becomes 
worn  more  and  more  below  the  general  level  of  the  surrounding  .land. 


MARYLAND  GEOLOGICAL  SURVEY  199 

STONE  ROADS. 

The  state  and  character  of  the  stone  roads  vary  according  to  the 
authorities  that  built  or  at  present  operate  them.  Of  the  890  miles 
of  this  class  nearly  500  miles  are  toll-road,  operated  and  maintained 
by  the  different  turnpike  companies.  About  130  miles  of  former 
turnpike  have  been  abandoned  by  the  owners,  who  have  left  the  old 
road-beds,  which  are  still  used.  This  leaves  about  260  miles  of  stone 
roads  which  have  been  constructed  by  the  counties. 

In  almost  all  instances  the  roads  constructed  by  the  companies  are 
better  than  those  built  bv  the  counties,  although  manv  of  the  methods 

«/  o  t/ 

employed  are  the  same.  The  turnpikes  have  generally  been  con- 
structed with  a  heavy  foundation  course  of  large  stones  over  which 
has  been  spread  a  course  of  more  finely-broken  material. 

The  method  of  breaking  the  stone  for  the  roads  has  usually  been 
by  hand,  although  crushers  have  been  used  in  a  few  instances.  It 
is  customary  to  see  the  road-maker  equipped  with  a  long-handled 
hammer,  breaking,  one  by  one,  the  large  pieces  of  rock  which  have 
been  thrown  over  the  road  in  piles.  Each  piece  of  stone  is  broken 
and  rebroken  until  the  desired  size  is  reached.  When  thus  broken 
by  hand  the  pieces  are  invariably  too  large,  many  of  the  loose  pieces 
of  rock  which  are  on  the  surface  having  faces  measuring  six  or  more 
inches  across.  When  the  material  is  obtained  from  a  crusher  it  is 
but  little  better,  as  it  is  usually  unscreened  so  that  there  is  a  wide 
range  in  the  size  of  the  pieces.  Such  material  is  almost  certain  to 
give  unsatisfactory  results. 

The  manner  in  which  the  stone  is  placed  upon  the  surface  of  the 
road  is  equally  at  fault.  It  is  usually  spread  upon  the  surface  with 
little  attempt  at  shaping  and  almost  none  at  compacting  the  material. 
It  is  usually  expected  that  the  stone  will  be  consolidated  by  the  traffic 
passing  over  it.  In  order  to  gain  this  result  more  readily  &  thin  cov- 
ering of  dirt  is  thrown  over  the  stone  which  renders  the  surface  some- 
what smoother  until  rains  come  and  soften  the  dirt  between  the  stones, 
allowing  the  wheels  to  cut  into  the  loose  surface. 

Without  constant  attention,  ruts  are  almost  sure  to  be  formed  on 
stone  roads  which  are  compacted  by  wagon-wheels.  On  Plate  XVII, 


200  THE    PRESENT    CONDITION    OF    MARYLAND    HIGHWAYS 

Fig.  2,  showing  a  recently  stoned  portion  of  Edmondson  avenue  in 
Baltimore  near  the  city  limits,  it  may  be  noticed  that  the  ruts  have 
already  been  started.  While  it  costs  a  comparatively  small  sum  to 
throw  loose  stone  upon  a  road,  and  while  by  this  ill-adapted  method 
good  roads  can  be  made  in  time,  if  proper  care  is  given,  a  heavy  tax  is 
imposed  upon  all  vehicles  until  the  roadway  has  become  hard  and 
smooth  enough  for  traffic.  This  tax  is  far  in  excess  of  what  it  would 
cost  to  construct  a  road  by  modern  methods. 

The  loose  crushed  stone,  placed  commonly  upon  the  highways  for 
the  wagons  to  compact,  and  the  roughness  of  the  surface  of  these 
roads  due  to  the  working  through  of  the  large  stones  in  the  well-worn 
crown  of  the  roadway,  lead  the  teamsters  and  the  drivers  of  lighter 
vehicles  to  seek  the  more  comfortable  lines  of  travel  found 
in  the  dirt  roads  along  most  of  the  turnpikes.  In  dry  weather 
these  are  traveled  much  more  than  the  stone  road,  especially  if  the 
latter  has  been  recently  repaired.  The  dirt  roads  wear  more  readily 
and  are  soon  at  a  lower  level  than  the  stone  road.  In  fact,  these  dirt 
roads  are  frequently  worn  so  deeply  below  the  grade  of  the  main  road 
as  to  form  a  dangerous  bank.  On  the  Baltimore  and  Reisterstown 
turnpike  guard-rails  have  been  erected  where  there  is  any  danger  of 
vehicles  driving  over  the  embankment.  This  is  the  only  road  in  the 
state  which  is  thus  protected  throughout  its  entire  length.  The  view 
of  a  portion  of  the  old  turnpike  between  Rockville  and  Washington, 
as  it  was  previous  to  the  recent  improvement,  is  given  in  Plate 
XXXIV,  Fig.  2,  which  shows  the  depth  to  which  the  dirt  side-roads 
are  sometimes  worn. 

The  best  stone  roads  which  have  resulted  from  this  somewhat  anti- 
quated method  of  road-construction  are  the  turnpikes.  These  vary 
among  themselves  according  to  the  character  of  the  stone  employed 
in  their  construction  which  is  determined  in  great  measure  by  the 
country  rock  over  which  they  pass.  The  best  of  these  are  found  in 
the  vicinity  of  Hagerstown  and  Frederick  where,  taken  as  a  whole, 
the  roads  ,are  better  than  in  other  parts  of  the  state.  The  turnpikes 
in  these  valleys  are  made  of  the  softer  varieties  of  limestone,  which 
are  easily  compacted  by  a  moderate  amount  of  traffic.  While  the  soft- 


MARYLAND  GEOLOGICAL  SURVEY. 


VOLUME  III,  PLATE  XVII. 


FIG.  l.-TRAP  ROAD,   BALTIMORE  COUNTY.       STONE  SPREAD  IN  LAYERS  AND  ROLLED. 


TheFrie.ienwulii  Co. 

FlO.  2.-  GNEISS  ROAD,   BALTIMORE  CITY.       STONE  SPREAD  WITHOUT  ROLLING. 
TYPES    OF    ROADS. 


MARYLAND    GEOLOGICAL    SURVEY  201 

ness  of  the  limestone  is  of  great  advantage  in  this  respect,  it  is  the 
cause  of  frequent  repair.  Yet  where  there  is  a  good  traffic  the 
revenue  derived  from  tolls  is  found  to  be  sufficient  to  maintain  these 
roads  in  good  condition  and  still  leave  a  fair  profit  for  the  operators. 
This  is  especially  the  case  with  the  turnpikes  mentioned,  which  are 
located  in  broad  level  valleys  with  few  heavy  grades.  One  of  these 
roads  at  its  best  is  shown  in  Plate  XVI,  Fig.  2. 

The  sections  of  the  state  where  there  is  no  limestone  are  at  a  greater 
disadvantage  to  keep  up  a  smooth  roadway.  The  harder  varieties  of 
stone  do  not  form  themselves  so  readily  into  a  compact  mass,  and  it 
is  only  where  there  is  a  heavy  traffic  over  the  road  that  a  smooth  sur- 
face can  be  obtained.  The  turnpikes  in  the  vicinity  of  Baltimore 
use  several  varieties  of  the  harder  rocks,  usually  such  as  can  be  found 
in  the  immediate  vicinity  of  the  road.  On  the  portions  of  these  turn- 
pikes where  the  repairs  are  made  with  fine  broken  stone  the  traffic  is 
sufficient  to  form  a  hard  and  comparatively  smooth  surface. 

If,  before  attempting  to  construct  a  stone  road  its  fundamental 
requirements  were  observed,  better  results  would  be  obtained  and 
money  saved.  The  most  important  of  all,  and  on  which  too  much 
stress  cannot  be  laid,  is  that  of  previously  grading  the  road-bed  before 
surfacing.  This  has  been  mentioned  elsewhere,  but  is  such  an  im- 
portant consideration  and  a  part  of  road-construction  which  has  been 
so  much  neglected  that  repetition  is  not  amiss.  In  fact,  the  surfacing 
of  steep  grades  is  an  absolute  waste  of  money  and  material.  After  a 
road  has  received  a  layer  of  stone  it  is  very  difficult  to  have  further 
improvements  made,  which  necessitate  the  removal  of  the  stone  sur- 
facing, as  there  always  exists  a  prejudice  against  improving  what  is 
already  considered  an  improved  road.  The  surfacing  of  an  un- 
graded road  simply  preserves  it  in  a  bad  condition,  making  it  more 
expensive  to  reconstruct  it  as  it  should  be.  No  greater  improve- 
ment of  the  highways  of  Maryland  can  be  suggested  than  a  reduction 
of  the  excessive  grades  now  found  in  nearly  every  county.  It  is  an 
improvement  which  does  not  need  to  be  and  cannot  be  made  upon  all 
the  roads  at  once,  but  it  is  one  toward  which  much  of  the  money 
now  spent  on  useless  so-called  repairs  can  be  applied  with  real  and  last- 
ing benefit  to  the  roads. 


202  THE  PRESENT  CONDITION  OF  MARYLAND  HIGHWAYS 

GRAVEL  ROADS. 

The  beds  of  gravel  employed  in  road-construction  occur  in  several 
bands,  extending  northeast-southwest  across  the  more  westerly  por- 
tions of  the  Coastal  Plain.  They  usually  occur  in  beds  composed 
of  pebbles  nearly  uniform  in  size,  so  that  screening  is  not,  as  a  rule, 
necessary.  With  such  excellent  road-building  material  at  hand  in 
many  of  the  counties  of  the  state,  it  seems  strange  that  so  few  miles 
of  road  have  been  improved  with  this  material. 

Even  where  gravel  has  been  applied,  owing  to  its  method  of  appli- 
cation, the  roads  do  not  always  maintain  their  form  as  they  should  in 
wet  weather.  This  fault  is  usually  due  not  to  the  material  employed 
so  much  as  to  an  entire  lack  of  proper  grading  and  under-draining. 
Merely  to  throw  some  gravel  over  a  wet  or  spongy  place  without  rais- 
ing the  level  of  the  road-bed  or  making  any  provision  for  the  drawing 
off  of  the  water  can  never  make  a  road  which  will  not  cut  through  and 
become  muddy  whenever  the  frost  comes  out  of  the  ground.  The 
water  sinks  through  the  gravel-covering  into  the  clayey  foundation 
and  renders  the  latter  yielding  to  the  overlying  load  which  pushes  the 
wheels  through  the  gravel  into  the  clay,  or,  if  the  covering  is  thin, 
causes  the  clay  to  be  pushed  up  between  the  pebbles. 

With  proper  attention  towards  grading,  under-draining,  and  the 
shaping  of  the  road  before  the  gravel  is  placed  upon  it,  considerable 
improvement  may  be  made  on  almost  any  of  the  roads  where  gravel 
is  obtainable,  as  it  makes  an  even,  hard  and  firm  road-bed  when  sup- 
ported by  proper  foundations.  An  example  of  the  better  constructed 
gravel  roads  is  that  extending  from  Marlboro  to  Washington,  which 
was  built  originally  as  a  toll-road.  Plate  XVIII,  Fig.  1. 

An  economical  form  of  construction  is  to  use  the  gravel  as  a  sup- 
port for  a  macadam  surface  where  the  travel  over  any  particular 
thoroughfare  would  warrant  such  an  improvement.  Many  of  the 
roads  in  Prince  George's  county,  in  the  neighborhood  of  Washington, 
might  be  treated  in  this  way,  as  gravel  is  abundant  and  the  stone  for 
surfacing  could  be  brought  by  rail  at  a  reasonable  cost. 

SHELL  ROADS. 

The  only  road-metal  of  importance  in  the  sandy  country  along  the 
lower  Eastern  Shore  of  the  Bay  consists  of  the  oyster-shells  con- 


MARYLAND    GEOLOGICAL    SURVEY  203 

stantly  accumulating  at  the  large  oyster-packing  establishments  near 
the  water-front.  The  roads  surfaced  with  this  material  aggregate 
250  miles,  and  are  found  most  fully  developed  about  the  head  and  on 
the  Eastern  Shore  of  the  Bay.  One  of  the  longest  pieces  of  shell 
road  in  the  state  extends  from  Princess  Anne  to  Crisfield,  which  has 
been  shelled  nearly  its  entire  length,  a  distance  of  about  twenty-two 
miles.  This,  however,  has  not  been  kept  in  good  repair  in  many 
sections,  so  that  now  the  shell  covering  is  almost  entirely  worn  away 
in  spots.  The  roads  at  present  are  shelled  for  sections  two  or  three 
miles  in  length,  although  now  and  then  a  continuous  stretch  of  ten 
or  more  miles  is  encountered.  In  the  main,  these  shell  roads  are 
satisfactory  and  supply  this  portion  of  the  state  with  highways  more 
serviceable  than  many  in  those  counties  which  are  richer  in  road- 
building  materials.  Plate  XVIII,  Fig.  2,  shows  the  shell  road  be- 
tween Baltimore  and  Chase's  station  in  Baltimore  county. 

The  manner  of  applying  the  shells  is  to  spread  them  loosely  over 
the  surface,  where  they  are  left  to  be  compacted  by  the  traffic. 
Where  this  is  heavy,  as  in  the  shell  road  along  Eastern  avenue,  ex- 
tending from  Baltimore  into  the  lower  part  of  Baltimore  county,  the 
shells  are  thoroughly  broken  up  and  compacted  by  a  week's  wear. 
On  the  Eastern  Shore,  where  the  travel  is  less,  it  takes  a  much  longer 
time.  The  shells  are  usually  either  thrown  upon  the  road  without 
first  shaping  the  road-bed  in  the  proper  manner,  or  they  are  used  to 
fill  in  muddy  places  on  clay  roads.  The  result  is  that  the  shells  are 
easily  pushed  into  the  soft  bottom,  leaving  a  depression  in  the  surface 
of  the  road-bed  where  water  collects.  The  water  tends  to  dissolve 
and  percolate  through  the  shells,  destroying  the  coherence  of  the 
compacted  mass,  or  the  mud  works  up  between  the  shells  and  forms 
a  mud-hole  which  must  in  turn  be  filled  with  new  material  to  main- 
tain the  surface  of  the  road.  Such  failures  in  construction  could  be 
avoided  by  first  removing  all  the  loose  mud  and  earth  and  then 
refilling  with  a  sandy  soil,  which  should  be  rolled  over  or  tamped 
until  firm.  When  shells  are  spread  over  such  foundations  they  main- 
tain their  surface.  A  sandy  soil  is  better  than  one  of  clay,  as  it  does 
not  work  up  as  readily  into  the  shells. 


204  THE    PRESENT    CONDITION    OF    MARYLAND    HIGHWAYS 

A  still  greater  difficulty  experienced  with  shell  roads  is  the  rapid 
formation  of  horse-tracks  on  those  portions  of  the  highway  which 
receive  only  a  small  amount  of  travel.  If  the  hollows  in  the  center 
of  the  road  are  not  filled  they  hold  the  water  which  in  turn  softens 
the  road,  causing  it  to  wear  through  very  rapidly.  This  difficulty  is 
sometimes  remedied  by  spreading  loose  shells  in  the  ruts  and  holes  as 
soon  as  they  are  formed.  The  horses,  in  avoiding  the  rough  coating, 
bring  the  wheels  over  the  shells  which  have  been  spread  in  the  center 
of  the  road,  and  in  this  manner,  by  crushing  and  compacting,  restore 
the  crown  of  the  road.  At  the  same  time  the  traffic  is  diverted  from 
the  center  of  the  road  to  either  side,  so  that  the  wear  is  more  evenly 
distributed  over  the  entire  surface.  The  shells  in  the  center  are 
compacted  before  a  second  horse-track  has  been  formed.  When  the 
travel  is  once  distributed  over  the  entire  width  of  the  road  the  horses 
do  not  again  follow  a  single  track  so  closely. 

The  use  of  shells  as  a  pavement  in  the  streets  of  the  larger  towns 
on  the  Eastern  Shore  is  not  wholly  satisfactory,  since  the  material, 
although  well  adapted  to  lightly-traveled  country  roads,  is  not  suit- 
able for  the  surfacing  of  much-used  thoroughfares.  Moreover,  owing 
to  their  rapid  wear,  dust  is  formed  in  large  quantities,  to  be  blown 
about  by  every  breeze.  The  color  and  adhesion  of  the  dust  render  it 
a  great  inconvenience  to  householders  and  a  positive  injury  to  store- 
keepers along  the  roads  where  shells  are  used. 

The  cost  of  constructing  and  maintaining  a  shell  road  18  feet  wide 
and  18  inches  thick  in  the  center,  reducing  to  9  inches  at  the  side, 
may  be  based  upon  the  following  estimates:  Such  a  road  requires 
about  8  bushels  of  shells  per  linear  foot,  or  approximately  58,000 
bushels  of  shells  per  mile,  the  cost  of  which  is  about  2  cents  per  bushel 
for  the  material  and  1  cent  per  bushel  for  the  hauling,  making  a  total 
of  $1,740.  For  the  maintenance  of  shell  roads  in  the  vicinity  of 
Salisbury,  from  2,000  to  3,000  bushels  per  mile  are  required  each 
year,  which,  at  the  rate  of  3  cents  per  bushel,  annually  cost  about 
$75  a  mile. 

If,  instead  of  shells  for  a  wearing  surface,  there  should  be  used  ma- 
terial which  offers  ten  to  fifteen  times  as  great  resistance  to  wear, 


MARYLAND  GEOLOGICAL  SURVEY. 


VOLUME  III,  PLATE  XVIII. 


FIG.  1.— GRAVEL  ROAD,   PRINCE  GEORGE'S  COUNTY. 


TheFriedenwaMCc. 


FlG.  2.— SHELL  ROAD,   BALTIMORE  COUNTY. 
TYPES    OF    ROADS. 


MARYLAND    GEOLOGICAL    SURVEY  205 

repairs  would  necessarily  be  much  lighter  and  less  frequent.  Refer- 
ence to  the  tables,  pp.  327-9,  giving  the  relative  wearing  qualities  of 
the  different  road-materials,  shows  that  the  relative  value  of  shells  as 
compared  with  the  average  limestone  is  as  9  to  1 ;  compared  to  granite 
as  11  to  1;  compared  with  trap-rock  as  16  to  1.  Thus,  under  similar 
conditions,  a  stone  road  would  last  about  12  times  as  long  as  one  built 
of  shells. 

The  cost  of  shell  roads  is  estimated  to  be  from  $1,000  to  $2,000 
per  mile  according  to  the  width  and  thickness  of  the  shell  covering. 
It  would  then  be  a  saving  if  a  surface  could  be  constructed  of  ma- 
terial, for  example,  which  had  ten  times  the  wearing  qualities  of 
shells,  and  costing,  perhaps,  five  times  as  much. 

There  is  scarcely  an  important  center  on  the  Eastern  Shore  not  in 
the  immediate  neighborhood  of  a  wharf.  Thus  to  all  parts  of  this 
section  of  the  state  there  could  be  sent  by  water  broken  stone  from 
some  of  the  numerous  points  at  the  head  of  the  Bay,  where  there  is 
abundant  material.  The  estimated  cost  of  broken  stone  per  cubic 
yard,  delivered  at  the  wharf,  in  places  on  the  Eastern  Shore  varies 
from  $1.50  to  $2.  Shipped  by  rail,  the  cost  would  be  about  25  per 
cent.  more. 

BRIDGES. 

The  total  amount  spent  upon  bridges  during  the  past  ten  years 
can  only  be  approximated,  as  the  exact  figures  could  not  be  obtained 
at  the  offices  of  the  various  boards  of  County  Commissioners.  The 
amount  is  estimated  at  $820,000,  or  about  18  per  cent,  of  the  total 
spent  upon  roads  and  bridges.  Under  the  head  of  bridges  is  included 
not  only  bridges  proper,  but  also  culverts  and  smaller  drains. 

No  detailed  examination  of  the  many  bridges  was  attempted, 
though  note  was  made  of  their  general  character  and  condition.  They 
may  be  divided  into  three  classes — wooden,  iron,  and  stone. 

The  majority  of  the  small  bridges,  with  spans  up  to  30  feet,  culverts 
and  drains  are  of  wood.  The  shortest  spans  are  a  simple  beam  to 
which  is  nailed  the  flooring  and  rails.  For  spans  from  10  to  30  feet, 
a  simple  triangular  frame  with  a  central  tension  rod  or  post  forms 
the  supporting  truss.  They  are  in  various  stages  of  repair  varying 


206 


THE    PRESENT    CONDITION    OF    MARYLAND    HIGHWAYS 


from  some  newly-built  to  those  over  which  it  is  unsafe  to  ride.  There 
are  still  to  be  seen  across  the  larger  streams  a  number  of  the  long, 
old-style,  wooden,  bow-truss  bridges  with  a  heavy  curved  upper  chord 
built  up  from  planks  bolted  together.  To  protect  these  bridges  from 
the  weather  a  covering  of  light  boarding  completely  encloses  the  whole 
structure. 

Iron  bridges  are,  however,  fast  replacing  the  longer  wooden  spans. 
Plate  XIX,  Fig.  1,  gives  a  view  of  the  Dover  bridge  recently  erected 


FIG.  6. — Cross-section  of  I-beam  bridge. 

across  the  Choptank  river  betwen  Talbot  and  Caroline  counties. 
The  three  new  steel  spans  replace  a  part  of  the  old  wooden  bridge. 
The  portion  so  far  erected  is  on  the  Caroline  county  side.  There 
are  also  many  short  iron  bridges,  some  of  which  are  of  a  flimsy  con- 
struction. There  are  comparatively  few  I-beam  bridges,  one  of  the 
cheapest  and  best  forms  for  spans  less  than  25  or  30  feet.  Xo 
method  of  construction  is  more  durable  than  the  combination  of 
masonry  and  I-beams,  between  which  are  transverse  arches  of  brick, 
the  whole  covered  with  concrete,  over  which  is  laid  the  roadway. 
Fig.  6  shows  a  cross-section  of  such  a  bridge. 


MARYLAND    GEOLOGICAL    SURVEY  207 

In  the  early  part  of  the  century,  when  a  number  of  the  turnpikes 
were  built,  massive  stone  arches  were  constructed  over  all  the  streams. 
Substantial  as  they  were,  to-day  there  are  plain  traces  of  weakness  and 
disintegration,  which  have  been  caused  by  the  weather  and  in  part 
by  willful  destruction.  Moisture  has  in  some  instances  gradually 
penetrated  through  the  joints  and  crevices,  causing,  with  the  frost,  a 
perceptible  bulging  and  cracking  of  the  walls.  One  instance  noted, 
in  particular,  is  that  of  the  bridge  on  the  Baltimore  and  Cumberland 
road,  where  the  Monocacy  river  is  crossed.  This  bridge  consists  of 
four  arches,  each  with  a  span  of  65  feet.  The  side  walls  are  here 
bulged  to  a  very  noticeable  extent.  At  the  easterly  end  of  this 
bridge  is  a  rather  curious  monument,  on  which,  among  others,  may 
be  found  the  inscription  "  Built  in  the  years  1808  and  1809.  Jonaen 
Elliott  first  produced  a  bold  plan  of  this  bridge."  On  this  same 
road  heavy  masonry  arches  were  built  across  Antietam  Creek  and  the 
Conococheague  river.  The  bridge  over  the  latter  is  shown  in  Plate 
XIX,  Tig.  2. 

The  longest  masonry  arch  in  the  world  and  next  to  the  longest 
ever  constructed  is  that  of  the  bridge  on  the  Conduit  Road,  across 
Cabin  John  Creek  in  Montgomery  county,  a  few  miles  west  of  the 
District  of  Columbia.  The  length  of  this  arch  is  220  feet.  The 
longest  one,  destroyed  in  1427,  was  built  in  Trezzo,  Italy,  and  had  a 
span  of  251  feet.  The  Cabin  John  bridge  was  built  and  is  maintained 
by  the  Xational  Government.  Across  Castleman's  river,  in  Garrett 
county,  on  the  National  Turnpike  is  a  noted  arch,  a  view  of  which 
is  shown  in  Plate  I.  This  is  one  of  the  longest  highway  arches  in 
Maryland.  The  parapet  \valls  have  suffered  much  from  neglect  and 
wanton  injury,  though  the  arch  is  apparently  as  sound  as  ever. 

One  of  the  items  of  cost,  and  often  a  large  one  in  the  construction 
of  any  bridge,  is  that  of  the  abutments  upon  which  the  stability  of 
the  whole  structure  depends.  It  is  therefore  important  that  they 
be  properly  located.  This  can  only  be  done  after  a  careful  study 
has  been  made  of  the  proposed  bridge  site,  and  especial  care  must  be 
exercised  that  the  waterway  is  not  so  constricted  as  to  endanger  the 
bridge  during  high  water.  The  foundation  for  the  abutments  should 
be  unyielding.  To  secure  this  it  is  oftentimes  necessary  to  drive  piles 


208  THE    PRESENT    CONDITION    OF    MARYLAND    HIGHWAYS 

and  rest  the  masonry  work  upon  them.  Iron  tubes  rilled  with  concrete 
are  employed  when  there  is  a  deep  layer  of  loose  soil  overlying  the 
firm  substratum.  Such  a  construction  was  adopted  for  the  piers  to 
the  Dover  bridge  on  the  Choptank  river,  to  which  reference  has  been 
made.  See  Caroline  county  and  Plate  XIX,  Fig.  1. 

HAULING  DISTANCES. 

The  distances  which  farm  products  are  hauled  in  different  sections 
of  the  state  have  an  important  bearing  on  the  cost  of  hauling,  the 
value  of  the  roads,  and  also  in  determining  what  lengths  of  road 
are  most  used. 

The  conditions  governing  the  length  of  haul  in  different  districts 
depend  upon  the  proximity  of  shipping-points  or  large  markets.  In 
the  vicinity  of  large  cities,  where  there  is  always  a  demand  for  garden 
products,  truck-farmers  prefer  to  haul  a  considerable  distance  rather 
than  pay  the  cost  of  loading  and  unloading  when  shipping  by  rail. 
Moreover,  the  perishable  nature  of  such  produce  requires  that  it  be 
handled  as  little  as  possible.  On  this  account  garden  truck  is  hauled 
considerably  longer  distances  than  is  usually  the  case  with  other  kinds 
of  produce.  Thus,  around  large  cities,  it  will  usually  be  found  that 
the  limit  of  the  practical  hauling  distance  is  considerably  greater 
than  in  sections  remote  from  urban  influences.  The  following  table 
shows  the  average  hauling  distance  for  each  county  in  Maryland: 

AVERAGE  HAULING  DISTANCE  IN  THE  COUNTIES. 

County.                                   Miles.  County.                                     Miles. 

Allegany 9  Howard 12 

Anne  Arundel 10  Kent 4 

Baltimore 11  Prince  George's 13 

Calvert 5  Montgomery 13 

Caroline 3  Queen  Anne's 5 

Carroll 5  St.  Mary's 5 

Cecil 5  Somerset 6 

Charles 6  Talbot   4 

Dorchester   5  Washington 4 

Frederick    5  Wicomico 5 

Garrett 8  Worcester 5 

Harford 7  Av.  for  state 677 

A  study  of  the  foregoing  table  brings  out  the  interesting  point  that 
the  farmers  are  accustomed  to  haul  considerably  longer  distances  in 


MARYLAND  GEOLOGICAL  SURVEY. 


VOLUME  III,   PLATE  XIX. 


Fia.  l.-IRON  BRIDGE  OVER  CHOPTANK  RIVER,   CAROLINE  COUNTY. 


The  FriedHiwuld  Co. 

FlO.  2.— STONE  BRIDGE  OVER  CONOCOCHEAGUE  RIVER,   WASHINGTON  COUNTY. 

TYPES    OF    BRIDGES. 


MARYLAND    GEOLOGICAL    SURVEY  209 

Anne  Anmdel,  Baltimore,  Howard,  Prince  George's,  and  Mont- 
gomery counties  than  in  any  other  parts  of  the  state.  The  average 
for  the  first  three  is  about  11  miles,  and  for  the  last  two,  13  miles; 
while  the  average  for  the  whole  state  is  only  6.7  miles.  The  relative 
positions  of  these  counties,  with  reference  to  Baltimore  and  "Wash- 
ington, shown  by  a  glance  at  the  map,  account  for  the  high  average 
found.  Subsequent  tables  show  that  the  practical  limit  of  the  haul- 
ing distances  is  greatest  in  the  neighborhood  of  the  various  cities  of 
the  state. 

'  It  will  be  further  noticed  that  the  hauling  distances  of  the  Eastern 
Shore  counties,  which  are  so  well  provided  with  shipping  facilities 
by  water,  are  small.  In  Caroline  county,  for  example,  it  is  seen  to 
be  but  3  miles;  in  Kent  and  Talbot,  4  miles  each.  In  Somerset 
county  the  distance  is  somewhat  greater,  being  6  miles.  In  those 
counties  that  are  well  provided  with  railroad  facilities,  such  as  Wash- 
ington, Frederick,  Carroll  and  Cecil,  none  of  which  are  in  the  neigh- 
borhood of  large  markets,  the  hauling  distance  averages  about  5  miles. 
Harford  county  is  exceptional,  since  the  influence  of  the  long  hauls 
to  the  Baltimore  markets  raises  the  average  to  7  miles.  The  com- 
paratively high  values  found  for  Allegany  and  Garrett  counties  are 
accounted  for  by  a  lack  of  shipping  facilities. 

The  following  table  shows  the  average  limit  to  which  it  is  found 
practicable  to  haul  in  the  neighborhood  of  the  larger  markets  and 
shipping  points  of  the  state: 

AVERAGE  MAXIMUM  HAULING  DISTANCE. 

Miles. 
["  Anne  Arundel  county 15 

To  Baltimore  from       Howard  "       17 

Baltimore  "       14 

[  Harford  "      18 

ii  Washington  from  /  Prince  Ge°r&e's  county 15 

I  Montgomery  "       17 

Cumberland 10 

Cambridge 6 

Centreville    6 

Elkton  5 

Frederick 5 

Hagerstown 5 

Easton 4 

Salisbury 4 


210  THE    PRESENT    CONDITION    OF    MARYLAND    HIGHWAYS 

These  figures  do  not  indicate  the  average  distance  over  which  the 
produce  is  carried  into  these  places,  but  each  is  an  average  of  the 
longer  hauls  and  shows  the  practical  limit  to  which  wagon-carriage 
is  usually  done.  Thus  in  the  instance  of  Washington  and  Baltimore 
many  farmers  haul  a  distance  of  twenty  miles,  though  few  exceed 
this  limit.  In  no  other  section  of  the  state  is  it  customary  to  make 
such  long  hauls.  The  effect  of  Baltimore  and  Washington  upon 
the  average  hauling  distance  in  the  adjacent  counties  has  already 
been  noticed. 

On  the  Eastern  Shore  there  are  occasionally  10  and  12-mile  hauls, 
but  they  are  not  frequent  enough  to  affect  the  general  average,  as  the 
smaller  shipping  centers  have  little  or  no  effect  upon  the  average 
hauling  distance  of  the  county  in  which  they  are  situated. 

AMOUNT  HAULED. 

In  connection  with  the  distance  products  are  hauled,  it  is  of  con- 
siderable interest  and  importance  to  note  the  loads  usually  carried. 
The  following  table,  showing  in  tons  of  2,000  pounds  per  horse,  the 
loads  hauled  over  the  roads  in  winter,  spring,  summer  and  fall,  was 
compiled  from  a  large  number  of  replies  obtained  in  every  county  from 
those  who  go  over  the  roads  at  all  times  of  the  year,  and  know  by 
experience  the  difference  made  in  the  hauling  capacity  of  their  teams 
by  the  condition  of  the  roads  at  different  seasons  of  the  year.  The 
figures  clearly  show  that  about  one-third  more  can  be  hauled  in 
summer  and  fall,  when  the  roads  are  at  their  best,  than  in  winter  and 
spring. 

There  are  so  manv  factors  which  affect  the  figures  in  this  table 

*/  o 

that  it  is  difficult  to  assign  in  each  instance  the  reason  for  the  par- 
ticular differences  found  between  the  counties: 

AMOUNT  IN  TONS  PER  HORSE  HAULED  OVER  THE  ROADS. 

Average  for 
Counties.  Winter.          Spring.         Summer.          Fall.  year. 

Allegany 45  .40  .63  .61  .52 

Anne  Arundel 57  .59  .67  .65  .62 

Baltimore 55  .56  .70  .68  .62 

Calvert 35  .38  .51  .50  .44 

Caroline 58  .56  .64  .64  .61 

Carroll 58  .56  .64  .64  .61 


Counties. 

Winter. 

Spring. 

Summer. 

Fall. 

Cecil  

47 

.51 

.78 

.72 

Charles  

41 

.46 

.66 

.65 

Dorchester  

65 

.78 

.82 

.79 

Frederick  

.57 

.«! 

.82 

.82 

Garrett  

41 

.36 

.56 

.51 

Harford  

46 

.45 

.58 

.59 

Howard  

50 

.55 

.66 

.65 

Kent  

44 

.52 

.65 

.67 

Montgomery  

,  48 

.59 

.68 

.68 

Prince  George's  

55 

.56 

-.72 

.74 

Queen  Anne's  

42 

.50 

.61 

.61 

St.  Mary's  

27 

.35 

.50 

.50 

Somerset  

41 

.50 

.81 

.81 

Talbot  

44 

.53 

.72 

.69 

Washington  

58 

.57 

.68 

.71 

Wicomico  

44 

.44 

.44 

.46 

Worcester  

42 

.54 

.71 

.71 

MARYLAND    GEOLOGICAL    SURVEY  211 

Average  for 
year. 

.61 
.55 
.76 
.71 
.46 
.52 
.59 
.57 
.61 
.64 
.54 
.41 
.63 
.60 
.63 
.45 
.60 

Average  for  state 48  .52  .66  .65  .58 

The  average  weight  hauled  per  horse  for  the  state  per  year  is  .58  of  a 
ton.  The  difference  between  this  average  and  the  lowest  and  highest 
found  in  a  single  county  is  only  350  pounds.  If  steep  grades  do  not 
preclude  heavy  loads,  it  often  happens  that  the  condition  of  the  road 
will.  For  example,  in  certain  sections  of  the  Eastern  Shore,  the 
deep  sands  are  always  a  barrier  to  large  loads.  On  the  other  hand 
there  is  no  very  large  area  in  which  the  roads  have  been  improved 
to  such  an  extent  as  to  make  an  extraordinary  difference  in  the  amount 
hauled.  Of  course  there  are  short  pieces  of  road  in  many  localities 
which  are  adapted  for  heavy  hauling;  but  it  is  too  often  the  case  that 
the  roads  have  been  surfaced  while  the  steep  grades  remain. 

For  a  discussion  of  the  amount  hauled  in  other  places,  see  a  succeed- 
ing chapter  by  Professor  Reid. 

COST  OF  HAULING. 

The  average  cost  of  hauling  one  ton  one  mile  in  Maryland  is  esti- 
mated at  26  cents.  The  average  for  the  United  States  has  been  esti- 
mated by  General  Stone  to  be  25  cents.  Further  account  of  the  cost 
of  hauling  in  different  countries  will  be  found  in  a  subsequent  chapter 
on  road-administration  in  Europe. 


212  THE    PRESENT    CONDITION    OF    MARYLAND    HIGHWAYS 

GUIDE-BOARDS. 

Few  features  connected  with  highways  and  their  construction  more 
greatly  facilitate  the  travel  of  people  unfamiliar  with  a  given  road 
than  the  guide-boards;  and  few  additions  of  equal  expense  add  more 
to  the  pleasure  of  the  traveler.  While  the  laws  of  nearly  all  of  the 
counties  require  the  erection  and  maintenance  of  guide-posts  at  all 
the  intersections  of  the  roads,  there  is  little  evidence  of  their  enforce- 
ment, as  guide-posts  on  the  county  roads  are  almost  unknown  through- 
out the  entire  state.  One  or  two  neighborhoods,  however,  in  Har- 
ford  and  Baltimore  counties  have  local  farmers'  clubs  or  road  leagues, 
which  have  put  up  and  maintained  guide-boards  at  all  the  cross  roads. 

With  the  turnpikes  it  is  different,  as  the  law  requiring  them  to  estab- 
lish posts  every  mile  has  been  enforced.  Each  post  shows  the  distance 
of  its  location  from  either  end  of  the  turnpike.  Most  of  them  are 
made  of  stone  in  which  the  lettering  has  been  cut,  others  are  of  wood. 
On  the  National  Road  three-sided  iron  pillars  were  erected,  set  with 
two  faces  toward  the  road  on  which  were  indicated  the  distances 
from  Cumberland  and  Wheeling  respectively.  These  posts  were 
cast  hollow,  the  iron  being  from  one-half  to  three-quarters  of  an  inch 
in  thickness.  At  the  present  time  either  through  wanton  injury  or 
accidents,  few  of  them  remain  intact. 

SURVEYS. 

Many  of  the  roads  in  Maryland  have  been  in  use  for  so  long  a  time 
that  it  is  impossible  to  gain  any  facts  regarding  the  care  with  which 
they  were  constructed,  the  surveys  made,  and  the  grades  established, 
beyond  the  evidence  given  by  the  road  itself  at  the  present  time.  It 
is  probable  that  they  gradually  developed  from  trails  and  by-paths 
to  well-established  thoroughfares.  In  the  case  of  later  roads  there 
is  little  more  to  indicate  the  care  with  which  they  were  laid  out.  The 
usual  record  consists  of  a  description  of  the  bearings  and  distances 
run,  which  may  or  may  not  be  accompanied  by  a  sketch.  No  profiles 
have  been  made  for  establishing  grades,  and  there  seldom  exist  any 
records  by  which  the  locations  of  a  majority  of  the  roads  can  be  iden- 
tified upon  the  ground. 


MARYLAND    GEOLOGICAL    SURVEY  213 

Since  many  deeds  introduced  the  center  of  a  given  road  as  the 
initial  point  for  bounding  adjacent  lands,  it  is  of  importance  that  the 
position  of  the  roads  be  clearly  defined.  If  no  other  trace  remains 
to  indicate  the  center  of  a  highway,  the  middle  of  the  traveled  portion 
of  the  road  must  be  taken  to  define  the  boundary.  This,  unfortu- 
nately, changes,  and  so  may  be  a  number  of  feet  away  from  the 
point  considered  at  the  time  the  deed  was  written.  It  frequently 
happens  that  the  encroachments  upon  the  roadway  are  made  by  the 
movement  of  the  fences  on  either  side.  This  may  occur  where  the 
land  is  less  favorable  for  cultivation  on  one  side  than  on  the  other, 
or  where  there  is  a  personal  interest  in  the  gradual  shifting  of  the 
boundary.  After  many  years  it  is  difficult  to  locate  the  original  line 
of  the  fence.  Where  the  land  is  cheap  this  is  not  of  great  moment, 
but  with  the  increase  in  value  of  the  land  as  the  area  becomes  more 
settled,  it  is  of  the  first  importance  that  the  lines  of  the  roads  be  well 
defined  and  fixed  by  permanent  marks  upon  the  ground. 


HIGHWAY  CONDITIONS  IN  THE  COUNTIES. 

In  the  foregoing  discussion  the  present  condition  of  the  roads  has 
been  reviewed  from  the  standpoint  of  the  entire  state.  The  follow- 
ing pages  present  much  more  detailed  information  regarding  the  roads 
and  their  problems  in  the  individual  counties.  In  order  that  these 
facts  may  be  readily  available,  a  general  uniformity  of  treatment 
has  been  adopted.  The  discussion  under  each  county  includes  statis- 
tical information  regarding  the  total  mileage  of  the  highways  and 
its  distribution  among  the  different  types  of  road;  succeeded  by  a 
general  description  of  the  topography,  or  natural  surroundings,  and 
the  problems  in  road-construction  which  these  features  present. 
When  the  conditions  warrant,  special  descriptions  are  given  of  the 
more  important  roads,  their  location,  construction,  and  state  of 
improvement.  Information  is  also  given  concerning  the  general  con- 
dition of  the  turnpikes  which  form  so  important  a  part  of  the  road- 
system  in  many  of  the  counties.  As  the  figures  for  the  cost  of.  main- 
tenance of  the  present  road-system  would  be  incomplete  without  in- 

14 


214  THE    PRESENT    CONDITION    OF    MARYLAND    HIGHWAYS 

eluding  the  .amounts  paid  in  tolls  an  estimate  of  these  has  been  made 
for  each  county.  The  facts  concerning  the  methods  of  construction 
and  repair  of  the  roads  include  data  relative  to  the  administration 
of  road-affairs,  the  number  of  supervisors  and  men  employed,  together 
with  their  wages,  the  machinery  utilized  in  the  road-work,  and  the 
methods  in  vogue  at  the  present  time.  The  individual  accounts  are 
closed  with  facts  regarding  the  material  available  for  construction 
of  roads  found  in  the  county  and  the  figures  showing  the  expendi- 
tures during  the  last  ten  years.  Many  of  the  facts  upon  which  the 
succeeding  pages  are  based  were  obtained  from  the  County  Com- 
missioners' offices  in  the  several  counties. 

ALLEGA^STT  COUNTY. 

In  Allegany  county  there  are  550  miles  of  public  roads  or  1.15  miles  of 
highway  to  each  square  mile  of  area.  Of  these  roads  60  miles  are  surfaced 
with  stone  while  the  remainder  are  of  dirt.  The  main  thoroughfares 
amount  to  107  miles  or  19  per  cent  of  the  total  mileage  of  the  county.  The 
location  of  these  roads  is  given  on  Plate  XX.  All  of  them  are  free  as  there 
are  no  toll-roads  in  the  county. 

The  surface  of  the  country  is  so  rough  and  mountainoiis  that  it  renders 
the  location  and  maintenance  of  the  roads  very  difficult.  Several  of  them, 
however,  have  been  located  so  successfully  that  although  they  traverse 
some  of  the  roughest  portions  of  the  state  they  do  not  have  excessive 
grades.  The  required  width  between  fences  on  new  roads  is  33  feet.  Most 
of  the  culverts  and  drains  are  constructed  of  wood,  but  a  few  hundred  feet 
of  tile  drain  have  been  laid. 

The  roads  in  Allegany  county  include  some  of  the  most  important  con- 
structed within  the  limits  of  the  state,  embracing  the  National  Road,  and 
the  old  Baltimore  and  Cumberland  turnpike.  The  National  Road,  which 
begins  at  Cumberland  and  runs  westerly  towards  the  Ohio,  was  first  laid 
out  about  two  miles  to  the  south  of  its  present  location  and  passed  over 
Wills  Mountain  which  was  gained  by  a  long  steep  grade.  The  present  route, 
which  takes  advantage  of  the  gap  in  Wills  Mountain  known  as  The  Nar- 
rows, practically  avoids  this  grade  and  affords  a  good  example  of  the  ad- 
vantage to  be  gained  through  reconnaissance  surveys  before  the  final  loca- 
tion of  a  route  is  chosen.  The  portion  of  the  National  Road  for  two  or 
three  miles  west  of  Cumberland  has  been  well  maintained  as  this  is  the 
principal  driving  road  out  of  the  city.  In  addition  to  the  large  amount  of 
lighter  travel,  the  road  sustains  all  the  heavy  traffic  from  the  region  to  the 
west  and  north  of  Cumberland.  At  present  also,  part  of  the  road-bed  is 
occupied  by  the  tracks  of  an  electric  car  line  so  that  at  several  points  the 
road-way  is  too  narrow  for  the  large  number  of  vehicles.  An  especially 
dangerous  point  is  at  The  Narrows,  where  the  whole  available  width  for 
the  road,  the  railroads  and  the  electric  line  is  not  over  25  feet. 

About  one-fourth   of  a   mile   of  the   National   Road  within   the   limits   of 


MARYLAND    GEOLOGICAL    SURVEY  215 

Frostburg  has  recently  been  resurfaced  with  limestone,  over  which  was 
spread  a  large  quantity  of  cinders.  The  latter  proved  an  utter  failure  as 
they  form  a  mass  of  black  mud  in  wet  weather  and  are  a  greater  nuisance 
in  dry  weather  owing  to  the  large  amount  of  black  dust  which  is  constantly 
forming. 

The  old  Baltimore  and  Cumberland  turnpike,  although  having  somewhat 
higher  grades  than  were  permitted  in  the  construction  of  the  National 
Road,  is  not  excessively  steep  when  the  nature  of  the  country  is  taken  into 
consideration,  the  maximum  grade  being  8.5  feet  in  a  hundred.  This  road 
was  formerly  a  turnpike  but  at  present  no  toll  is  collected  west  of  the  Cono- 
cocheague  river  in  Washington  county,  as  this  portion  of  the  highway  is 
under  the  care  of  Allegany  and  Washington  counties.  It  is  now  in  very 
bad  shape  since  almost  all  of  the  top  stone  has  been  worn  and  washed  away 
leaving  the  large  foundation  stones  exposed.  Sometimes  dirt  is  thrown 
upon  the  road  to  secure  a  smoother  surface.  Broken  stone  has  also  been 
put  upon  some  sections  for  a  width  of  8  or  9  feet.  The  old  road-bed  is  about 
20  feet  wide,  much  wider  than  the  traffic  now  requires,  so  that  no  attempt 
is  made  to  maintain  the  full  width  excepting  along  a  portion  of  the  road 
near  Cumberland  where  fine  broken  shale  has  been  used  for  surfacing.  This 
makes  a  very  smooth  and  comfortable  road  for  travel  but  it  cannot,  how- 
ever, withstand  any  considerable  wear. 

Many  portions  of  the  Williams  road  running  from  Cumberland  through 
Twiggtown  to  Hush  are  carefully  located  and  well  graded. 

In  Cumberland  a  number  of  streets  were  macadamized  a  few  years  ago 
in  a  substantial  and  thorough  manner  and  they  are  now  among  the  best 
macadam  roads  in  Western  Maryland. 

One  hundred  and  sixty  supervisors  have  charge  of  the  roads,  and  receive 
$1.50  per  day  when  superintending  five  or  more  laborers,  and  $1.25  when 
superintending  less.  About  two  hundred  and  sixty  laborers  are  employed, 
who  receive  $1.25  per  day.  An  average  of  forty  days  in  each  year  is  spent 
in  working  on  the  roads. 

The  road  machinery  owned  by  the  county  consists  of  four  road-machines 
which  cost  $940.00.  There  is  in  addition  one  stone-crusher  which  has  been 
abandoned.  It  costs  about  $40.00  a  year  to  keep  this  machinery  in  repair. 
There  are  to  be  found  very  few  wagons  with  tires  as  wide  as  three  and  a 
half  inches — not  over  5  per  cent.  This  applies  to  old  and  new  wagons  alike. 

The  rocks  available  for  road  materials  consist,  for  the  most  part,  of  lime- 
stones, sandstones  and  shales.  The  limestones  are  the  most  valuable  and 
occur  widely  distributed.  Many  of  these  limestones  having  a  large  per- 
centage of  sand  and  siliceous  materials  are  shown  by  actual  tests  to  have 
a  wearing  power  considerably  above  that  of  the  average  limestones.  Es- 
pecially good  varieties  are  found  exposed  along  the  railroad  near  Barrell- 
ville.  The  purer  sandstones  have  very  little  cementing  material  and  as  a 
consequence  do  not  readily  compact  but  form  very  dusty  roads.  The  shales 
have  little  durability  and  do  not  make  a  satisfactory  road-metal.  The  map 
on  Plate  XX  shows  the  general  distribution  of  the  different  rocks  in  the 
county. 

The  following  table  shows  the  expenditure  for  roads  during  the  last  ten 
years.  The  figures  were  obtained  from  the  office  of  the  County  Commis- 


216 


THE    PRESENT    CONDITION    OF    MARYLAND    HIGHWAYS 


ALLEGANY   COUNTY. 


Year. 

Total  amount  levied 
for  roads  and  bridges. 

Amount  spent 
for  bridges. 

Amount  spent 
for  new  roads. 

Amount  spent 
for  stone  roads. 

Amount  spent 
for  road  repairs. 

1889.  .. 

$13,204.00 

$   5,904.  00  > 

1890.  .  . 

24,090.00 

16,790.00 

1891... 

20,860.00 

About 

About 

About 

13,560.00 

1892... 

28,500.00 

$6,000.00 

$800.00 

$500.00 

21,200.00 

1893.  .  . 

36,000.00 

per  year 

per  year 

per  year 

28,700.00 

1894.  .  . 

36,365.00 

on  the 

on  the 

on  the 

29,065.00 

1895... 

18,524.00 

average. 

average. 

average. 

11,224.00 

1896... 

32,015.00 

24,715.00 

1897.  .  . 

27,000.00 

19,700.00 

1898 

32,484.00 

25,184.00 

$269,042.00         $60,000.00        $8,000.00          $5,000.00         $196,042.00 

Cumberland,  Frostburg,  Lonaconing  and  Westernport  are  the  only  in- 
corporated towns  in  the  county,  and  they  have  been  paid  the  sum  of 
$6200.00  for  years,  divided  as  follows:  Cumberland,  $3500.00;  Frostburg, 
$1100.00;  Lonaconing,  $900.00;  Westernport,  $700.00. 


ANNE  ARUNDEL  COUNTY. 

There  are  521  miles  of  road,  or  an  average  of  1.31  miles  of  highway  to 
each  square  mile  of  area  in  Anne  Arundel  county.  Of  these  about  50  miles 
are  gravel  and  shell  roads,  the  remainder  being  of  dirt.  There  are  96  miles 
of  main  traveled  roads,  or  18  per  cent  of  the  total  mileage.  They  are  shown 
on  the  county  map  in  Plate  XX.  There  are  no  toll-roads  in  the  county. 

The  Road  Commissioners  have  divided  the  roads  into  three  classes,  known 
as  High  Eoads,  First-class,  and  Second-class  Roads;  there  are  212  miles  of 
the  first,  162  miles  of  the  second,  and  147  miles  of  the  last. 

The  surface  has  been  much  cut  by  deep  ravines  eroded  by  the  action 
of  the  streams,  and  the  roads  when  obliged  to  cross  them  invariably  have 
steep  grades,  frequently  reaching  15  to  20  per  cent.  The  more  level 
stretches  of  road  are  very  sandy,  but  on  the  grades  the  sand  has  been 
washed  away,  leaving  a  road-bed  which  is  frequently  not  more  than  7  or  8 
feet  wide,  cut  a  number  of  feet  below  the  general  level  of  the  land,  with 
nearly  vertical  banks  at  the  sides.  On  many  of  the  hills  there  is  not  room 
for  teams  to  pass  one  another.  The  required  width  between  the  fences  on 
the  new  roads  is  30  feet. 

Road-machines  are  used  to  shape  up  the  road-beds  of  the  dirt  roads. 
Ditches  are  dug  at  the  sides  in  some  instances,  but  it  is  found  that  these 
roads  are  so  washed  on  the  hills  that  it  soon  becoms  necessary  to  adopt 
other  methods  to  protect  the  roadway  from  destruction.  On  some  of  the 
hills,  shells  have  been  placed  as  a  protection  to  the  road-bed,  on  others  cor- 
duroy construction  has  been  used  for  the  same  purpose  but  the  results  ob- 
tained have  been  only  partially  successful. 

A  few  miles  of  shell  road  have  been  built  in  the  northern  portion  of  the 
county  where  it  has  been  found  that  a  road  8  feet  wide  with  shell  6  inches 

1  Approximate. 


MARYLAND  GEOLOGICAL  SURVEY 


VOLUME  III.  PLATE  XX 


THE    LIMESTONES 

NIAGARA.    SALINA    ANO    HELDERBERG 
GREENBRIEM 

THE  SANDSTONES 

JUN I  »T A-TUSCAROH A 
ORISKANV 
POCONO 
POTT8VILLE 


THE    SHALES 

SHALES  (INCLUDING  MARTINSBURG,  CLINTON,  ROMNEV 
JENNINGS.  HAMPSHIRE,  ALLEGHENY.  CONEMAUGH,  MONON 
C-AHCLA  ANO  OUNKARD  FORMATIONS) 


GRAVELS,  SANDS  AND  CLAYS 

GRAVELS    ANO    IRON    BEARING   SANDS 
CLAYS    AND   UNCONSOLIOATEO   SANDS 


MARLS    OCCUR    AS    BEDS    AND  LEDGES  AT 
008 

AND  TERTIARY  FORMATIONS.      NOT  REP- 
RESENTED  ON  THE  MAP. 


MAIN   COUNTY  ROAD 
TOLL-ROADS 
ABANDONED  TOLL- ROADS 


ROADS  AND  ROAD  MATERIALS. 


A.tloen«.ri,.I.itl 


MARYLAND    GEOLOGICAL    SURVEY  217 

deep  requires  from  15,000  to  20,000  bushels  of  shells  per  mile.  An  experi- 
ment has  been  made  in  the  construction  of  stone  roads  with  limestone 
brought  from  Frederick  county.  About  one  mile  of  road  was  covered  with 
the  stone  which  was  left  loose  and  unrolled.  This  cost,  including  some 
repairs  to  the  road,  was  about  $6000.00,  but  it  was  not  considered  a  success. 

Many  of  the  small  wooden  drains  have  been  replaced  by  tile  drain  pipes 
or  brick  culverts.  About  $1500.00  have  been  expended  on  the  former  and 
$2500.00  on  the  latter  during  the  last  three  years. 

Repairs  on  the  roads  are  generally  made  under  the  contract  system.  In 
case  any  portion  is  not  let  by  contract  it  is  done  by  day  labor,  the  over- 
seers receiving  $1.50  and  the  laborers  $1.00  per  day.  The  road-machinery 
owned  by  the  county  consists  of  7  new  road-machines  which  cost  $150.00 
each. 

Wide  tires  are  practically  unknown  on  farm  wagons,  the  usual  width 
being  about  2l/2  inches. 

Considerable  quantities  of  furnace  slag  are  found  on  the  sites  of  the  old 
iron  furnaces.  Some  of  the  slag  is  very  brittle  and  glossy  in  appearance 
and  does  not  make  a  good  road-metal.  Other  portions  are  less  brittle  and 
will  easily  compact  to  form  a  smooth  road-surface,  though  one  that  will  not 
withstand  heavy  traffic,  as  was  shown  by  the  tests  made  on  slag  from  the 
Ellicott  Furnace  at  Elkridge,  the  wearing  quality  of  which  is  considerably 
below  the  average  limestones.  This  can  also  be  seen  by  reference  to  the 
table  on  page  330.  Roads  in  the  vicinity  of  Muirkirk  have  been  surfaced 
with  slag  from  the  furnace  at  that  place.  Gravel  is  the  principal  road- 
metal,  as  there  are  no  rocks  in  the  county  with  the  exception  of  a  small 
area  near  Elkridge  Landing. 

The  following  table  shows  the  total  amount  levied  for  roads  and  bridges 
during  the  last  ten  years.  At  the  office  of  the  County  Commissioners 
there  could  be  obtained  onlj-  the  amounts  for  the  years  1892  to  1898  and  it  is 
practically  impossible  to  find  the  amount  for  bridges,  new  roads,  etc.  The 
county  makes  no  appropriation  for  the  towns  towards  the  maintenance  of 
their  streets,  but  all  towns  are  exempt  from  road  taxes: 

ANNE   ARUNDEL  COUNTY. 

Total  amount  levied  for  Total  amount  levied  for 

roads  and  bridges.  roads  and  bridges. 

1889 $28,000.00  '  1894 $34,006.02 

1890 28,000.00'  1895 35,636.92 

1891 28,000.00'  1896 33,395.45 

1892 28,837.68  1897 29,770.30 

1893 33,790.41  1898 * .   31,684.45  • 

$311,121.23 

BALTIMORE  COUNTY. 

In  Baltimore  county  there  are  1060  miles  of  road,  or  1.72  miles  per  square 
mile  of  area.  This  total  includes  640  miles  of  dirt  road,  310  miles  of  stone 
road,  and  110  miles  of  shell  road.  The  main  roads  which  are  shown  on 
the  county  map  on  Tlate  XXI  measure  170  miles  or  10  per  cent  of  the  total; 

1  Estimated. 


218 


THE    PRESENT    CONDITION    OF    MARYLAND    HIGHWAYS 


included  in  the  above  figures  are  154  miles  of  turnpikes  or  toll-roads,  whose 
location  is  also  shown  upon  the  map.  The  following  list  gives  the  names 
and  locations  of  the  various  turnpikes  operated  within  the  county: 

Tolls  Collected. 
Baltimore     to     Howard 

county  line. 
Baltimore  to  Franklin. 


Name. 
Baltimore  and  Frederick 

Turnpike. 
Franklin  and  Baltimore 

Turnpike. 
Baltimore    and    Liberty 

Turnpike. 
Baltimore  and  Reisters- 

town  Turnpike. 

Falls  Turnpike. 
Western  Run  Turnpike. 

Baltimore  and  York- 
town  Turnpike. 

Dulaney's  Valley  and 
Towsontown  Turn- 
pike. 

Jarrettsville  Turnpike. 

Dulaney's    Valley      and 
^  Sweet  Air  Turnpike. 
Baltimore    and  Harford 

Turnpike. 
Bel  Air  Turnpike. 

Philadelphia  Turnpike. 

Back  River  Neck  Turn- 
pike. 


Howard 


"Piked." 
Baltimore     to 
county  line. 
Baltimore  to  Franklin. 


Baltimore  to  Carroll 
county  line. 

Baltimore  to  Reisters- 
town — two  branches 
to  Carroll  county  line. 

Baltimore  to  Brook- 
landville. 

Marble  Hill  to  Butler 
P.  O. 

Baltimore  to  Pennsyl- 
vania line. 

Towson  to  Meredith's 
Ford. 

Meredith's  Ford  to  Tay- 
lor P.  O.  ' 

Meredith's     Ford     to 
Knoebel. 

Baltimore  to  Harford 
county  line. 

Baltimore  to  Harford 
county  line. 

Baltimore  to  near  Cow- 
anton. 

From  Middle  River,  3 
miles  toward  Balti- 
more. 


Baltimore  to  Carroll 
county  line. 

Baltimore  to  Reisters- 
town — two  branches 
to  Carroll  county  line. 

Baltimore  to  Brook- 
landville. 

Marble  Hill  to  Butler 
P.  O. 

Baltimore  to  Pennsyl- 
vania line. 

Towson  to  Meredith's 
Ford. 

Meredith's  Ford  to  Tay- 
lor P.  O. 

Meredith's     Ford     to 
Knoebel. 

Baltimore  to  Harford 
county  line. 

Baltimore  to  Gunpowder 
river. 

No  tolls  collected. 

From  Middle  River,  8 
miles  toward  Balti- 
more. 


The  wide  range  of  soil  and  topography  gives  rise  to  a  variety  of  conditions 
from  that  of  the  hilly,  steep  portions  in  the  northern  part  of  the  county  to 
the  level  sections  in  the  southern  part.  Between  these  extremes  are  broad 
areas  of  slightly  rolling  country.  With  such  a  wide  range  in  conditions 
nearly  all  of  the  different  problems  in  road-making  are  encountered.  The 
surface  in  the  upper  part  of  the  county  is  so  hilly  and  broken  that  steep 
grades  are  almost  unavoidable  except  by  a  heavy  amount  of  cutting  and 
filling.  Up  to  the  present  little  of  this  has  been  done  to  reduce  the  natural 
grades.  It  is  not  alone  on  the  side-roads  that  these  steep  grades  are  found, 
for  there  are  many  on  the  turnpikes  which,  like  those  in  other  counties, 
were  built  with  too  little  attention  towards  securing  a  proper  reduction  oi 
the  grades  before  surfacing. 

While  the  road-beds  of  the  turnpikes  are  solid  enough  their  surfaces 
leave  much  to  be  desired.  In  the  vicinity  of  Baltimore  all  the  roads  are  well- 
traveled  and  the  turnpikes,  as  a  consequence,  are  here  in  better  condition 
than  at  a  distance  where  the  traffic  is  lighter.  They  are  repaired  in  the 
usual  manner  by  throwing  on  broken  stone  which  is  left  to  be  consoli- 


MARYLAND    GEOLOGICAL    SURVEY  219 

•dated  by  the  wagons.  This  has  resulted  in  an  uneven  road-surface,  mak- 
ing an  uncomfortable  road  on  which  to  travel.  In  addition  to  the  turn- 
pikes there  are  many  miles  of  road  that  have  been  macadamized  by  the 
county,  particularly  in  the  southern  part.  This  work  has  been  much 
facilitated  by  the  use  of  the  steam-rollers  owned  by  the  county,  and  more 
finished  roads  have  been  built  than  is  the  case  in  other  counties.  One  of 
the  best  of  these  roads  is  that  between  Fork  and  Kingsville  near  the  latter 
place.  Here  is  a  stretch  of  macadam  road  12  feet  wide  and  about  one-half 
mile  long  which  is  now  in  excellent  condition,  having  stood  about  15 
months'  use  with  little  sign  of  wear  save  that  a  horse-path  is  beginning  to 
show  in  places.  This  piece  of  road  was  built  of  an  excellent  quality  of 
trap-rock  found  in  abundance  at  the  roadside.  The  foundation  was  first 
shaped  and  rolled,  then  covered  with  a  layer  of  2%-inch  stone,  which  in 
turn  was  thoroughly  rolled.  The  second  layer  of  stone  was  then  spread 
and  rolled.  A  thin  "  binder "  course  was  then  added  making  the  total 
thickness  of  the  macadam  about  6  inches.  The  cost  of  this  piece  of  road 
was  $2268.00.  At  the  beginning  of  the  work  Mr.  E.  G.  Harrison,  Koad  Ex- 
pert of  the  National  Road  Inquiry  Office  at  Washington,  had  charge  and 
completed  a  section  about  200  yards  long  showing  in  detail  the  exact  meth- 
od to  be  followed.  The  remainder  of  the  road  was  completed  by  the  county 
supervisors  according  to  the  directions  given  by  Mr.  Harrison  and  a  thor- 
oughly good  road  has  resulted.  A  view  of  this  road  is  shown  on  Plate 
XVH,  Fig.  1. 

Immediately  west  of  this  piece  of  road  is  a  stretch  which  is  covered  with 
broken  stone  to  a  depth  of  10  or  12  inches.  The  stone  was  not  well  spread 
but  simply  dumped  in  cart-loads  upon  the  road.  The  roller  then  went  over 
the  stones  compacting  them  into  a  firm  mass  but  was  not  able  to  efface 
the  trace  of  each  pile  of  stone  which  at  present  can  be  readily  noticed  by 
the  slight  swells  on  the  surface  that  have  become  more  and  more  pro- 
nounced with  subsequent  wear. 

Many  miles  of  road  have  also  been  surfaced  with  oyster-shells.  One  of 
the  finest  shell  roads  in  the  state  is  that  between  Baltimore  and  Chase, 
a  portion  of  which  is  shown  in  Plate  XVIII,  Fig.  2.  An  exceptionally  large 
amount  of  travel  of  all  descriptions  goes  over  this  road,  a  portion  of  which 
-west  of  Middle  River  is  a  toll-road,  so  that  repairs  are  constantly  needed 
to  preserve  the  road  smooth  and  even.  The  worn-out  shells  form  a  large 
amount  of  dust  which  greatly  detracts  in  dry  weather  from  what  is  other- 
wise a  good  road-surface. 

The  general  work  done  upon  the  county  roads  consists  in  opening  the 
side-ditches,  shaping  up  the  dirt  roads,  and  filling  in  the  soft  places  with 
broken  stone.  It  often  happens  that  much  useless  and  mud-making  ma- 
terial finds  its  way  into  the  middle  of  the  road  rendering  it  rather  worse 
than  better.  Much  of  the  broken  stone  used  for  patching  the  bad  plrices 
in  a  dirt  road  becomes  useless  owing  to  the  soft  foundation.  Before  broken 
stone  is  put  upon  such  places  the  roadway  should  first  be  drained  and 
raised  to  insure  an  even  and  hard  surface.  Shells  have  been  used  as  a 
"  binder  "  course  on  some  of  the  macadam  roads.  This  has  smoothed  the 
surface  temporarily  but  the  shells  soon  become  fine  dust  which  is  a  great 
•detriment  and  accomplish  no  lasting  good. 


220  THE    PRESENT    CONDITION    OF    MARYLAND    HIGHWAYS 

The  maintenance  of  the  roads  is  under  the  immediate  charge  of  15  super- 
visors who  are  paid  an  annual  salary  varying  from  $250.00  to  $1200.00.  Ad- 
ditional men  are  employed  by  the  supervisors,  the  number  varying  accord- 
ing to  the  amount  of  work  on  hand.  They  receive  $1.25  per  day.  No  esti- 
mate could  be  obtained  of  their  average  number.  Supervisors  and  men 
average  about  200  days  per  year  upon  the  roads. 

The  road-machinery  owned  by  the  county  consists  of  two  10-ton  steam- 
rollers, three  crushers,  and  five  road-machines,  the  total  cost  of  which  was 
$11,500.00  and  it  costs  about  $200.00  annually  for  repairs.  Baltimore  is  the 
only  county  owning  steam-rollers.  About  one-half  of  the  wagons  used  for 
heavy  hauling  have  wide  tires  and  nearly  all  the  new  ones  are  equipped 
with  them. 

The  southern  central  portion  of  the  county  is  especially  well  provided 
with  good  road-material.  The  large  area  of  trap  or  "  nigger  head  "  rock 
to  the  north  and  west  of  Baltimore  has  furnished  the  surfacing  for  many 
roads  in  that  vicinity.  The  gneisses  from  their  wide  occurrence  form  one 
of  the  important  road-materials.  The  quality,  however,  even  in  the  same 
quarry  varies  greatly.  The  marbles  do  not  prove  very  satisfactory  as  they 
are  too  friable  to  withstand  any  considerable  traffic.  In  addition  to  the 
rocks  there  are  available  within  the  county  quantities  of  oyster-shells  and 
slag.  The  slag  obtained  from  the  furnaces  at  Sparrow's  Point  has  excep- 
tional cementing  qualities  and  roads  made  from  this  material  soon  harden 
and  form  a  surface  which  is  practically  a  monolith. 

The  following  table  shows  the  amount  expended  for  roads  and  bridges 
for  the  past  ten  years.  These  figures  were  obtained  from  the  office  of  the 
County  Commissioners: 

BALTIMORE   COUNTY. 

Total  amount  levied  for  Total  amount  levied  for 

Tear.  roads  and  bridges.  Year.  roads  and  bridges. 

1889 $  69,857.00  1894 $146,689.85 

1890 75,056.00  1895 161,691.19 

1891 51,074.26  1896 143,367.90 

1892 134,793.00  1897 143,000.00 

1893 143,936.34  1898 157,215.82 

¥1, 226, 681. 36 

As  there  are  no  incorporated  towns  in  the  county  and  all  the  village 
streets  are  maintained  out  of  the  general  road  and  bridge  fund,  the  above 
figures  show  more  than  is  actually  expended  upon  the  county  highways 
proper;  but  is  was  impossible  to  obtain  any  estimate  of  the  proportion  spent 
in  this  way  so  no  division  of  the  total  amount  has  been  made. 

.Each  year  due  appropriation  is  made  for  roads  and  bridges  and  there  is 
no  separate  account  kept  of  the  costs  of  each  material  used,  but  all  is 
charged  against  the  appropriation  to  the  district  in  which  the  road  or  bridge 
is  located,  and  the  whole  appropriation  is  spent. 

In  addition  to  the  amount  shown  in  the  above  table  it  is  estimated  that 
$521,000.00  have  been  paid  in  tolls  during  the  past  ten  years,  making  the  total 
cost  to  the  people  of  maintenance  of  the  public  roads  and  turnpikes  approxi- 
mately $1,747,700.00,  exclusive  of  private  contributions. 


MARYLAND   GEOLOGICAL   SURVEY 


VOLUME  III,  PLATE  XXI 


MAIN   COUNTY   ROADS 

TOLL-ROADS 

ABANDONED  TOLL- ROADS—  — 


THE  TRAP  ROCKS 

GABBRO  [     Tg      | 

PERIDOTITE    AND    PYROXENITE  |    Tp      | 

DIABASE  |     Ja       | 

THE    GRANITIC    AND    QUARTZITIC     ROCKS 

GNEISS    AND    QUARTZ-SCHIST  [    Qn     ] 

GRANITE 

TRIASSIC    SANDSTONE 


THE  CALCAREOUS   HOCKS 

MARBLE 

CRYSTALLINE     LIMESTONE 


THE  SLATE   ROCKS 

PHYLUTE  I    Ap    | 

THE    VOLCANIC    ROCKS 

BASIC    VOLCANICS 


^Su3  SZ   f        /^GRAVELS,  SANDS  AND 

^-^FA  / 

f>  ./ jjL/     GRAVELS    AND    IRON     BEARING    SAN 

^.  ^  r\  AVQ    AMO    i]*jf"nN«irti  lOAYFrt   SA 


OLAYS 

.ND8         (] 

CLAYS    AND    UNCONSOLIOATED    SANDS        |     HS      I 


ROADS  AND  ROAD  MATERIALS. 


A.H...-1.  x  (•„.  l.iil,.ll.-il:iu 


MARYLAND    GEOLOGICAL    SURVEY  221 

CALVERT  COUNTY. 

The  total  mileage  of  roads  in  Calvert  county  is  265  miles,  or  an  average 
of  1.21  miles  of  road  for  every  square  mile  of  area  within  the  county.  There 
is  but  little  gravel  and  only  occasional  patches  of  shell  road  near  the 
landings.  Aside  from  these  all  the  roads  are  of  dirt. 

The  main  county  routes  are  shown  upon  the  map  on  Plate  XX.  The 
length  of  the  main  roads  is  about  58  miles  which  is  22  per  cent  of  the  total 
mileage.  There  are  no  toll-roads  in  the  county.. 

The  eastern  part  of  the  county  drains  into  the  Chesapeake  Bay  while  the 
streams  of  the  western  portion  flow  into  the  Patuxent  river.  On  the  divide 
separating  these  drainage  areas  extending  nearly  the  entire  length  of  the 
county  is  located  the  main  road  of  the  district,  which  encounters  com- 
paratively few  steep  grades.  The  soil  is  mostly  clay  mixed  with  a 
varied  proportion  of  sand.  The  average  width  of  the  traveled  portion  of 
the  road  is  about  11  feet,  except  in  the  sandy  portion,  where  it  is  but  a 
single  track.  The  required  width  between  fences  on  the  new  roads  is  30 
feet.  There  has  been  very  little  surfacing  of  any  sort  put  upon  the  roads 
and  practically  no  grading  has  been  undertaken. 

The  road  from  Sunderland  to  Hill's  Bridge  is  the  direct  route  from  Prince 
Fredericktown  to  Upper  Marlboro.  It  crosses  many  streams,  on  the  banks 
of  which  will  invariably  be  found  steep  grades.  At  these  points  the  roads 
are  often  worn  down  10  to  12  feet. 

The  repairs  to  the  roads  are  of  the  simplest  character.  Three  super- 
visors, one  in  each  district,  have  charge  of  repairs,  the  salary  being  $35.00 
per  month.  Five  laborers  are  employed  by  each  supervisor  and  receive 
$1.00  per  day.  Supervisors  and  men  work  about  150  days  every  year  upon 
the  roads,  the  work  being  done  between  April  1st  and  October  15th.  With 
the  excepti6n  of  some  smaller  tools,  ploughs,  shovels,  etc.,  there  is.no  road- 
machinery  owned  in  the  county  and  there  are  few  or  no  wide-tired  vehicles. 

Gravel  is  the  only  road  material  at  hand.  As  much  of  this  is  overlain 
by  a  covering  of  soil,  sand  and  clay  of  varying  thickness  it  is  available  only 
on  the  hillsides  when  the  top  soil  has  been  worn  away.  The  general  dis- 
tribution is  shown  on  the  map  on  Plate  XX. 

The  following  table  shows  the  expenditure  for  roads  for  the  last  ten 
years.  The  amount  for  bridges,  new  roads,  etc.,  cannot  be  separated  from 
the  total.  These  figures  were  obtained  from  the  office  of  the  County  Com- 
missioners: 

CALVERT   COUNTY. 

Total  amount  levied  for  Total  amount  levied  for 

roads  and  bridges.  roads  and  bridges. 

1889 $4,000.00  1894 $4,500.00 

1890 4,600.00  1895 4,700.00 

1891 4,350.00  1896 5,500.00 

1892 4,400.00  1897 4,800.00 

1893 4,800.00  1898 4,000.00 

$45,650.00 
CAROLINE  COUiNTY. 

There  are  547  miles  of  road  in  Caroline  county,  or  1.74  miles  of  highway 
per  square  mile  of  area.  Ten  miles  have  been  surfaced  with  either  marl  or 


222  THE    PRESENT    CONDITION    OF    MARYLAND    HIGHWAYS 

shells.  Of  the  remaining  537  miles,  413  are  on  clay  soil  and  124  miles  are 
on  sandy  soil.  The  main  roads  are  shown  on  the  map  on  Plate  XXII.  Their 
length  is  60  miles,  or  11  per  cent  of  the  total  mileage.  There  are  no  toll- 
roads  in  the  county. 

The  surface  is  exceptionally  flat.  The  grades  are  less  steep  than  in  any 
•other  county  on  the  Eastern  Shore,  but  great  difficulty  has  been  experi- 
enced with  sandy  roads.  Where  the  depth  of  sand  is  not  too  great,  the  road- 
way has  been  ploughed  and  this  mixes  the  subsoil  with  the  sand.  The  road 
is  then  reshaped  with  a  road-machine  and  compacted  with  a  roller.  This 
has  been  found  a  great  improvement.  Where  there  is  a  stiff  soil  the  road- 
machines  are  used  to  shape  up  the  road.  A  number  of  short  sections  have 
been  surfaced  with  shells  which  the  farmers  often  haul  free. 

The  road  leading  from  .Denton  to  the  Choptank  river  is  much  traveled 
and  requires  re-shelling  nearly  every  year.  The  road  is  on  a  grade  of  6 
or  8  per  cent  over  a  heavy  clay  soil.  WTith  the  exception  of  a  few  tile 
drains  which  have  been  laid  recently,  all  the  subdrains  are  made  of  wood. 

There  are  53  road-districts  and  85  supervisors  who  receive  $1.00  per  day. 
"They  hire  on  an  average  5  men  each,  who  receive  85  cents  per  day.  The 
county  has  5  road-machines  and  one  road-plough,  the  total  cost  of  which  was 
about  $1230.00.  There  is  spent  annually  on  repairs  to  this  machinery  be- 
tween $50.00  and  $60.00. 

The  county  has  recently  rebuilt  a  portion  of  the  bridge  across  the  Chop- 
tank  river  known  as  the  Dover  bridge.  The  westerly  portion  of  this  bridge 
will  be  built  by  Talbot  county.  As  seen  from  the  view  on  Plate  XIX,  Fig. 
1,  the  bridge  consists  of  three  through  trusses.  The  spans  are  each  130 
feet  long  and  18  feet  wide.  The  piers  are  iron  cylinders  about  5  feet  in 
diameter,  filled  with  concrete.  The  shore  piers  are  driven  25  feet,  the  next 
pair  45  feet,  and  the  two  remaining  65  feet.  The  floor  of  the  bridge  is 
about  3  feet  higher  than  that  of  the  one  replaced.  The  center  span  will 
be  a  draw-span. 

ROAD  MAPS. 

In  the  office  of  the  County  Commissioners  there  are  maps  made  in  1896 
by  the  late  M.  L.  Saulsbury,  C.  E.  One  is  drawn  on  a  scale  of  three  inches 
to  the  mile,  and  the  other  on  the  scale  of  two  inches  to  the  mile.  The 
larger  scale  map  shows  all  the  roads  in  the  county,  indicating  whether 
each  is  a  clay,  sand  or  shell  road;  it  also  gives  the  length  and  width  of  all 
bridges  and  drains  and  the  distances  between  intersections  of  the  roads. 
Such  a  map  is  extremely  useful,  for  as  changes  are  made  from  time  to 
time  they  can  be  entered  upon  the  map  thus  furnishing  a  record  which 
will  show  at  a  glance  the  general  progress  and  condition  of  the  highways. 
The  smaller  scale  map  shows  the  roads  and  other  features  but  is  more  es- 
pecially an  assessors'  map.  showing  the  different  property  owners. 

In  addition  to  the  mileage  of  the  roads  as  given  above  there  are  shown 
on  the  map  9525  feet  of  bridges  and  323  box  drains.  Since  the  time  it  was 
made  the  map  has  not  been  posted  and  brought  up  to  date  so  that  the 
figures  for  the  roads,  bridges,  etc.,  would  be  somewhat  larger  at  the  present 
time. 

Atari  and  shells  are  the  only  materials  which  have  been  used  upon  the 
(roads.  Between  Denton  and  Greensboro,  marl  has  been  used  which  was 


MARYLAND    GEOLOGICAL    SURVEY  223 

obtained  from  the  dredging  of  the  bed  of  the  Choptank  river.  The 
amount  thus  obtained  has  been  practically  exhausted  and  owing  to  the 
depth  to  which  the  marl  lies  there  is  no  other  way  of  procuring  it. 

The  following  shows  the  amounts  spent  upon  the  roads  for  the  past 
ten  years.  No  subdivisions  of  the  cost  could  be  obtained  at  the  office  of 
the  County  Commissioners: 

CAROLINE   COUNTY. 

Total  amount  levied  for          Amount  spent  for 
Tear.  roads  and  bridges.  new  roads. 

1889 $9,000.00  

1890 7,000.00  $1,000.00 

1891 8,000.00  

1892 8,000.00  

1893 7,000.00  

1894 7,000.00  

1895 5,000.00  

1896 5,000.00  

1897 6,000.00  

1898. .  6,000.00 


$68,000.00  $1,000.00 

CARROLL  COUNTY. 

In  Carroll  county  there  are  about  800  miles  of  road  or  1.88  miles  to  the 
square  mile.  Of  these  42  miles  were  built  by  turnpike  companies  who  now 
collect  on  only  30  miles,  as  12  miles  have  been  abandoned  and  are  now 
maintained  by  the  county.  With  the  exception  of  a  few  short  patches  of 
stone  road  the  county  roads  are  of  dirt,  generally  made  over  a  clayey  soil. 

The  main  highways  of  the  county  are  shown  on  the  map,  Plate  XXI,  and 
are  68  miles  in  length,  or  about  9  per  cent  of  the  total  mileage. 

The  soil  varies  from  fine-grained  compact  clay  to  one  with  a  larger  pro- 
portion of  sand.  Occasionally  there  are  found  a  number  of  small  fragments 
of  quartz  intermixed  but  the  proportion  of  rock  fragments  is  small.  The 
general  character  of  the  surface  is  that  of  a  rolling  country,  the  streams 
having  worn  for  themselves  broad  channels  which  have  been  cut  below  the 
general  level  to  depths  varying  from  30  to  200  feet.  Wherever  the  roads 
cross  the  streams  there  are  steep  grades  on  either  bank. 

The  divides  between  many  of  the  water  courses  are  comparatively  high 
level  tracts  on  which,  so  far  as  possible,  the  main  highways  of  the  county 
have  been  located.  Such  portions  of  the  road  have,  as  a  rule,  grades  rarely 
exceeding  six  feet  in  a  hundred.  Descending  from  the  higher  ground,  in 
order  to  pass  the  streams,  the  grades  average  10  per  cent  with  occasional 
short  stretches  as  steep  as  12  per  cent.  The  course  of  a  large  number  of 
the  county  roads  is  at  right  angles  to  the  general  trend  of  the  divides  which 
they  cross  one  after  the  other.  These  roads  are  in  consequence  very  hilly 
and  the  most  tedious  to  travel. 

The  required  width  between  fences  on  new  roads  is  30  feet. 

The  Hanover  turnpike  which  runs  north  from  Manchester  is  not  at  pres- 
ent much  traveled  and  has  been  abandoned.  The  full  red  lines  on  the  map 


224  THE    PRESENT    CONDITION    OF    MARYLAND    HIGHWAYS 

show  the  portions  of  turnpikes  on  which  tolls  are  now  collected,  the  dotted 
lines  showing  the  portions  on  which  tolls  were  formerly  collected  but  which 
are  now  free  roads  under  the  control  of  the  county. 

The  following  list  gives  the  names  of  the  four  turnpikes  actively  oper- 
ated within  the  county: 

Name.                                                    "Piked."  Tolls  collected. 

Liberty  and  New  Wind-             New    Windsor    to     one  New     Windsor    to     one 

sor  Turnpike.                                mile  north  of  Union-  mile  north  of  Union- 

ville.  ville. 

Liberty  and  Pipe  Creek             Liberty  to  Union  Bridge.  Liberty  to  Union  Bridge. 

Turnpike. 

Westtninster    and   Mea-             Westminster  to  Meadow  Westminster  to  Meadow 

dow  Branch  Turnpike.                 Branch  (Smiles).  Branch  (2  miles). 
Baltimore  and  Reisters-             Uniontown  to  Westmin-  Uniontown  to  2%  miles 
town  Tiirnpike.                             ster.  S.  E.  of  Uniontown. 
Penn.  line  through  Un-  Penn.  line  through  Un- 
ion Mills  to  Westmin-  ion  Mills  to  Westmin- 
ster, ster. 
Westminster     to     Reis-  Westminster     to     ReiS- 

terstown.  terstown. 

(There   is    also    1     mile             Gambert   to  Finksburg.  Gambert  to  Finksburg. 
of  the  Baltimore  and             Penn.  line  through  Man- 
Fredericktown    Turn-                 Chester  to  Balto.   Co. 
pike  in  this  County.)                   line. 

The  Washington  road  from  Dorsey's  Corner  to  Westminster  is  probably 
the  most  traveled  of  any  in  the  county,  excepting  portions  of  the  Balti- 
more "  Pike."  Along  this  road  there  is  very  little  fencing  of  any  descrip- 
tion. The  fields  have  been  ploughed  on  each  side  leaving  16  to  20  feet  for 
the  roadway  which  has  been  worn  so  as  to  form  a  broad  shallow  trench. 
The  width  of  the  traveled  portion  of  the  road  varies  from  15  feet  in  the 
vicinity  of  Westminster  to  8  feet  on  the  lesser  traveled  part.  Owing  to  the 
lack  of  grading,  pools  of  water  collect  after  every  rain  causing  deep  mud- 
holes.  There  are  a  few  10  per  cent  grades,  the  average  hill  on  this  road 
being  about  7  per  cent. 

The  Manchester  road  is  another  important  county  road.  It  is  a  clay 
road,  hilly  and  rough,  most  of  the  grades  being  from  8  to  10  per  cent.  In 
a  few  places  it  has  been  covered  with  stone  which  unfortunately  was  not 
broken  small  enough  so  that  the  surface  is  very  rough.  On  the  hills  the 
road  has  been  much  washed  by  the  rain.  The  fences  are  from  20  to  30  feet 
apart.  The  traveled  way  averages  about  10  feet  in  width  being  narrower 
on  the  steep  grades  and  wider  on  the  more  level  portions. 

There  is  more  traffic  over  the  Baltimore  turnpike  than  over  any  of  the 
covinty  roads.  This  is  a  toll-road  and  receives  much  attention.  The  fences 
are  about  15  feet  apart  and  the  traveled  portion  of  the  road  is  10  to  15  feet 
wide,  and  still  wider  near  Reisterstown.  In  places  at  the  side  of  the  turn- 
pike there  is  a  dirt  road  which  has  worn  down  below  the  grade  of  the  stone 
road  sometimes  from  4  to  5  feet.  Whenever  this  occurs  or  the  road  is 
built  on  an  embankment,  guard-rails  have  been  erected  to  prevent  teams 
from  accidentally  driving  over  the  edge.  This  is  the  only  road  in  the  state 
as  well  protected  in  this  respect.  The  grades  are  not  over  6  feet  in  a  hun- 
dred. The  road-surface  is  formed  principally  of  quartzitic  rocks  though 


MARYLAND  GEOLOGICAL  SURVEY 

P 


VOLUME  III,  PLATE  XXII 


MAIN  COUNTY  ROADS 
TOLL-ROADS 
ABANDONED  TOLL- ROADS 


THE  TRAP  ROCKS 

GABBRO 

PERIDOTITE    AND    PYROXENITE  :    TP      I 

THE    GRANITIC    AND    QUARTZITIC    ROCKS 

GNEISS    AND    QUARTZ-SCHIST 

GRANITE 

QUARTZITE  10       I 

THE  SLATE   ROCKS 

PHYLLITE  I    *P      I 

GRAVELS,  SANDS  AND  CLAYS 

GRAVELS    AND    IRON    BEARING    SANDS  |     Ng      | 

CLAVS    AND    UNCON80LI DATED    SANDS  |     Ns      I 

MARLS  OCCUR  AS  BEDS  AND  LEDGES  AT 
VARIOUS  PLACES  IN  THE  CRETACEOUS 
ANDTERTIARV  FORMATIONS.  NOT  RIP- 
RESENTED  ON  THE  MAP. 


ROADS  AND  ROAD  MATERIALS. 


A.  Hoe"  *•  Co.  I4tl>.  Biilti 


MARYLAND    GEOLOGICAL    SUKVEY  225 

crystalline  limestone  and  hard  shale  have  also  been  used.  The  stone  for 
repairs,  which  are  made  frequently,  is  broken  to  about  one  inch  and  a  half 
in  size,  and  this  together  with  the  heavy  traffic  has  produced  a  hard  road- 
surface  with  few  or  no  rough  places. 

Perhaps  the  worst  piece  of  toll-road  in  the  state  is  that  running  from 
Gambert  to  Finksburg,  connecting  with  the  Baltimore  turnpike.  Its  con- 
dition is  in  great  contrast  to  that  of  the  latter.  Not  graded,  covered  with 
loose  rock,  and  with  little  heavy  traffic,  there  only  remains  a  very  rough  and 
uneven  surface  and  the  toll-gates. 

The  work  done  upon  the  county  roads  consists  of  ploughing  and  opening 
ditches  at  the  sides,  the  loose  materials  being  scraped  into  the  center  of  the 
road.  On  the  hills  breakers  are  constructed  so  that  the  water  flowing  down 
the  center  of  the  road  will  be  turned  to  one  side  when  it  meets  them.  With 
the  exception  of  some  of  the  turnpikes  there  has  been  very  little  grading 
done  xipon  any  of  the  roads.  Small  patches  of  stone  road  have  been  con- 
structed here  and  there  but  the  stone  is  seldom  broken  small  enough  to 
insure  the  formation  of  a  smooth  surface.  Nearly  all  the  small  culverts  are 
made  of  wood,  very  little  tile  drain  having  been  used. 

The  repairs  to  the  roads  are  under  the  charge  of  37  commissioners,  corre- 
sponding to  supervisors  in  other  counties,  who  receive  $2.50  per  day  while 
employed  on  the  road.  In  addition  there  are  hired  some  five  hundred  labor- 
ers receiving  $1.25  per  day.  About  twenty  days  in  each  year  are  spent  in 
working  on  the  roads.  The  road-machinery  owned  by  the  county  includes 
15  road-machines,  costing  in  all  $3375.00,  and  one  stone-crusher  which  cost 
$400.00.  There  is  also  a  steam  road-roller  owned  by  Westminster.  Over 
75  per  cent  of  the  wagons  used  for  heavy  hauling  have  3  %  -inch  or  wider 
tires. 

The  best  of  the  road  material,  which  is  the  trap-rock,  is  not  widely  dis- 
tributed in  the  county  but  is  confined  to  limited  areas  to  the  south  and 
west  of  Westminster.  It  is,  however,  of  excellent  quality.  The  marbles 
are  not  suitable  for  macadamizing  as  they  form  dusty  roads  and  their  color 
is  very  trying.  In  the  northern  portion  of  the  county  are  found  quantities 
of  sandstone.  Gneiss  is  distributed  throughout  the  eastern  portion.  The 
map  on  Plate  XXI  shows  the  location  of  these  rocks  in  the  county. 

The  following  table  gives  the  amount  spent  upon  the  roads  and  bridges 
during  the  last  ten  years.  These  figures  were  obtained  from  the  office  of  the 
County  Commissioners: 

CARROLL   COUNTY. 


Year. 
1889  
1890  

Total  amount  levied  for 
roads  and  bridges. 

$14,179.31 
17,201.94 

Amount  spent         Amount  spent  for  road 
for  large  bridges,    repairs  and  small  bridges. 

$1,476.  00             $12,703.31 
1,081.00               16.120.94 
14.653.22 

1891  

14,653.22 

1892  

20,542.73 

5,718.00 
206.00 
1,560.00 
3,853.00 
1,464.00 
1,041.00 
2,039.00 

14,824.73 
14,341.11 
13,238.88 
16,982.00 
16,759.85 
16,433.20 
17,593.25 

1893  

,  14,547.11 

1894  

14,798.88 

1895                 

20,835.00 

1896        

18,223.85 

1897  , 

,  17,474.20 

1898  

19,632.25 

$172,088.49  $18,438.00  $153,650.49 


226  THE    PRESENT    CONDITION    OF    MARYLAND    HIGHWAYS 

Amounts  appropriated  to  the  towns  for  road  repairs  are:  Westminster, 
$800.00  per  annum  since  1894;  Manchester,  $105.00  per  annum  since  1896;  New 
Windsor,  $96.00  per  annum  since  1896;  Taneytown,  $123.00  per  anmim  since 
1896. 

In  addition  to  the  amount  shown  in  the  above  table  it  is  estimated  that 
$75,000.00  have  been  paid  in  tolls  during  the  last  ten  years,  making  the  total 
cost  to  the  people  of  the  maintenance  of  both  public  roads  and  turnpikes 
approximately  $247,100.00,  exclusive  of  private  contributions. 

CECIL  COUNTY. 

In  Cecil  county  there  are  about  700  miles  of  road,  or  1.87  miles  to  each 
square  mile  of  area.  There  are  about  5  miles  of  stone  road,  10  miles  of 
gravel  road,  2  miles  of  shell  road,  and  683  miles  of  dirt  road.  The  main 
county  roads  are  shown  on  the  map  on  Plate  XXII  and  measure  91  miles, 
or  13  per  cent  of  the  total  mileage.  There  are  no  toll-roads  in  the  county. 

Cecil  county  presents  a  greater  variety  of  topography  than  is  usually  the 
case,  since  the  boundary-line  separating  the  Coastal  Plain  from  the  Pied- 
mont Plateau  passes  across  the  center  of  the  county  while  its  western  bor- 
der is  formed  by  the  deep  gorge  of  the  Susquehanna.  In  the  Rising  Sun 
and  Port  Deposit  districts  the  roads  for  the  greater  part  are  rough  and 
hilly,  in  some  places  the  grades  being  over  15  feet  in  the  hundred,  while 
grades  of  12  feet  in  the  hundred  are  of  frequent  occurrence.  On  the  steeper 
grades  the  roads  have  gradually  been  cut  deeper  and  deeper  by  the  rains 
until  the  sides  have  become  steep  and  the  width  of  the  roadway  about  8  feet. 

On  the  more  level  sections  of  traveled  way  a  width  has  been  maintained 
varying  from  12  to  14  feet,  averaging  about  12  feet.  Many  of  these  level 
portions  present  a  very  neat  appearance,  being  lined  with  rows  of  carefully 
trimmed  hedges  and  closely  cut  turf -banks  at  the  sides.  Clay,  gravel,  and 
occasionally  sand  form  the  natural  road-bed  of  these  districts. 

The  portion  of  the  county  south  of  Chesapeake  City  is  flat,  the  roads  in 
consequence  having  but  few  heavy  grades  which  are  found  on  approaching 
streams  whose  channels  are  some  10  to  20  feet  below  the  general  level  of 
the  surrounding  land.  Sandy  roads  predominate.  Clay  forms  the  material 
of  the  lesser  portion. 

The  road  from  Elkton  to  Chesapeake  City  is  one  of  the  most  traveled 
routes  and  is  the  main  road  leading  into  Elkton  from  the  southern  portion 
of  the  county.  The  grades  for  the  most  part  are  not  excessive,  8  feet  in 
a  hundred  being  the  maximum.  Where  the  grades  occur  the  roadway  has 
gradually  been  worn  down  by  the  action  of  the  water  and  narrowed,  but 
on  the  average  the  traveled  portion  of  the  road  is  about  14  feet,  varying 
from  10  to  15  feet.  The  width  between  the  fences  or  hedges  is  from  30  to 
35  feet.  In  some  parts  the  road-scrapers  have  been  used  for  shaping  up 
the  roadway,  the  turf  and  dirt  at  the  sides  being  put  upon  the  middle  of 
the  road.  The  ditches  are  about  3  feet  from  the  fence  line.  Clay  and  sand 
either  separate,  or  mixed,  form  the  soil  of  the  road-bed.  A  portion  of  the 
road  from  Chesapeake  City  has  been  made  into  a  good  shell  road. 

Perhaps  no  better  example  of  a  clay  road  can  be  found  than  the  one  from 
Elkton  to  Northeast.  During  the  winter  months  and  wet  weather  this 
road  is  practically  impassable.  Some  attempt  has  been  made  to  raise  the 
roadway  by  throwing  clay  from  the  sides  to  the  center,  but  the  rains  soon 
wash  it  back  into  the  ditches.  To  put  this  piece  of  road  into  passable  con- 


MARYLAND    GEOLOGICAL    SURVEY  227 

dition  would  require  the  construction  of  deep  side-ditches,  thorough  under- 
drainage,  and  a  filling  in  of  the  roadway  with  good  gravel. 

The  only  long  stretch  of  stone  road  in  the  county  is  between  Elkton  and 
Providence.  The  larger  part  of  the  cost  of  its  construction  was  borne  by 
the  late  Wm.  L.  Singerly,  the  owner  of  paper  mills  at  Providence  and  a 
pulp  mill  at  Elkton,  who  found  it  imperative  to  have  a  good  connecting 
road.  This  road  was  built  between  1880  and  1897,  during  which  time  the 
county  appropriated  from  $600.00  to  $800.00  annually  towards  the  cost  of 
construction.  The  total  cost  of  the  road  is  reported  to  have  reached  $60,000.00. 
The  bed  of  this  road  consists  of  two  layers  of  stone,  the  first  coarsely  and 
the  second  finely  broken,  covered  with  a  rather  thick  layer  of  cinders.  The 
cinders  aided  in  smoothing  up  the  road  in  the  beginning,  but  now  have  been 
ground  to  a  fine  dust  that  is  very  disagreeable  in  either  wet  or  dry  weather. 

In  the  spring  and  summer  the  roads  are  shaped  and  the  ditches  opened. 
When  the  character  of  the  soil  will  permit  the  shaping  is  usually  done  with 
the  road-machine.  It  is  not  uncommon  to  see  as  the  result  of  repairs, 
mounds  of  sod  along  the  center  of  the  road. 

Broken  stone  has  been  used  to  a  very  limited  extent.  It  is  spread  and 
left  loose  to  be  compacted  by  the  traffic.  Dirt  is  oftentimes  thrown  over 
the  stones  to  smooth  up  the  surface,  but  in  no  instance  has  a  smooth  road 
resulted.  The  stone  is  not  broken  small  enough  and  the  traffic  is  insuffi- 
cient to  compact  it. 

The  repairs  are  made  under  the  direction  of  90  supervisors,  10  being  as- 
signed to  each  district.  The  pay  of  the  supervisors  is  $1.25  per  day.  Each 
employs  from  2  to  10  men  according  to  the  circumstances,  who  receive 
$1.12  per  day. 

The  road-machinery  owned  by  the  county  consists  of  12  road-machines 
and  a  stone-crusher,  the  total  cost  of  which  was  $3500.00.  About  $150.00  is 
spent  annually  on  repairs  to  this  machinery. 

There  are  very  few  farm  wagons  provided  with  wide  tires  and  it  does  not 
seem  to  be  the  custom  to  order  them  for  new  wagons. 

The  northern  section  of  the  county  is  well  provided  with  a  variety  of  good 
road  materials.  Between  Conowingo  and  Rising  Sun  is  a  large  area  of  gab- 
bro  or  trap,  while  south  of  Port  Deposit,  near  Elkton  and  at  numerous  other 
places  there  are  ledges  of  trap  that  rank  with  the  best  road-metals  in 
the  state.  At  Port  Deposit  also,  granite  is  quarried  extensively  and  the 
smaller  pieces  are  crushed  to  a  size  suitable  for  use  on  the  roads.  In 
the  southern  portion  of  the  county,  gravel  and  oyster-shells  form  the  local 
road-metals. 

The  following  table  shows  the  amount  that  has  been  expended  upon  the 
roads  during  the  last  10  years.  No  division  of  the  cost  has  been  made,  so 
that  only  totals  for  the  different  years  can  be  given.  The  figures  were  ob- 
tained from  the  office  of  the  County  Commissioners: 

CECIL  COUNTY. 

Total  amount  levied  for  Total  amount  levied  for 

Year.  roads  and  bridges.  Year.  roads  and  bridges. 

1889 $15,000.00  1894 $20,000.00 

1890 22,000.00  1895 17,777.00 

1891.. 13,212.09  1896 20,000.00 

1892 20,000.00  1897 20,000.00 

1893 25,000.00  1898 20,000.00. 

$192,989.09 


228  THE    PRESENT    CONDITION    OF    MARYLAND    HIGHWAYS 

The  total  amount  received  by  Cecilton,  Chesapeake  City,  Elkton,  North- 
east, Charlestown,  Perryville,  Port  Deposit  and  Rising  Sun  for  road-repairs 
in  1898,  was  $1575.00. 

CHARLES  COUNTY. 

In  Charles  county  there  are  465  miles  of  road,  or  1  mile  of  highway  to 
each  square  mile  of  area.  365  miles  are  of  dirt,  and  about  100  miles  are  of 
gravel.  The  main  roads  shown  on  the  map  on  Plate  XXII  are  about  100 
miles  in  length,  or  22  per  cent  of  the  total  mileage.  There  are  no  toll-roads 
in  the  county. 

The  general  surface  features  are  those  of  the  Coastal  Plain  west  of  the 
Chesapeake.  There  is,  however,  a  considerably  larger  proportion  of  level 
area  than  is  found  in  adjacent  counties.  Wherever  the  roads  cross  the 
streams,  they  invariably  have  steep  grades,  of  from  10  to  15  per  cent.  At 
these  points  the  roadway  has  been  much  worn  away  by  storm-water  and 
is  generally  too  narrow. 

The  change  of  the  county  seat  from  Port  Tobacco  to  La  Plata  necessi- 
tated opening  new  roads,  making  more  direct  routes  to  the  new  county-seat. 
Among  these  was  the  new  road  between  La  Plata  and  Lothair  which 
shortened  the  distance  to  La  Plata  for  all  travel  from  the  neighborhood  of 
Cox's  Station.  The  route  followed  runs  parallel  to  and  a  few  hundred 
yards  to  the  west  of  the  railroad  line.  By  adopting  this  location  it  was 
necessary  to  cross  the  headings  of  a  number  of  small  ravines,  thus  making 
a  hilly  road  which  could  have  been  avoided  if  the  location  had  been  on  the 
easterly  side  instead  of  the  westerly  side  of  the  railroad.  The  road  as 
opened  has  not  been  graded  and  is  merely  a  surface  road.  The  roadway 
has  been  cleared  for  a  width  of  30  feet,  with  a  width  between  ditches  of 
about  25  feet.  There  are  a  number  of  short  grades  as  steep  as  15  per  cent. 
It  is  intended  ultimately  to  gravel  the  whole  of  the  roadway,  and  a  part 
of  it  has  already  been  surfaced,  but  this  road  in  its  present  location  cannot 
be  made  a  good  one  without  a  very  large  amount  of  grading.  The  length 
is  about  2  miles  and  the  cost  $2500.00. 

The  road  from  La  Plata  to  Bryantown  has  been  surfaced  with  gravel  and 
is  one  of  the  best  in  the  county. 

The  repairs  of  the  county  roads  are  in  the  charge  of  9  supervisors  who 
employ  27  laborers.  The  supervisors  are  paid  $1.50  per  day,  and  the  labor- 
ers $1.00  per  day.  The  laborers  are  divided  into  9  corps  each  in  charge  of 
a  supervisor.  They  work  on  the  roads  about  125  days  in  each  year.  At 
one  time  the  county  owned  one  road-machine,  but  its  use  has  been  discon- 
tinued. Aside  from  this  the  county  owns  no  road-machinery. 

Wide  tires  on  the  farm  wagons  are  the  exception,  and  it  is  not  generally 
the  practice  to  have  them  on  new  wagons. 

.The  required  width  between  the  fences  on  new  roads  is  40  feet.  It  has 
been  found  that  roads  surfaced  with  gravel  to  a  width  of  9  feet  and  about 
5  inches  thick  using  750  cubic  yards  of  gravel  have  cost  approximately 
$225.00  per  mile.  This  merely  covers  the  cost  of  throwing  the  gravel  upon 
the  road,  the  grading  and  draining  being  additional.  Only  wooden  drains 
have  been  used  for  draining  as  no  tile  drains  have  been  laid  for  this  pur- 
pose. Those  portions  of  roads  which  have  been  repeatedly  graveled  and 


MARYLAND    GEOLOGICAL    SURVEY  229 

are  now  well-seasoned  and  compacted,  remain  firm  and  hard  in  all  kinds 
of  weather. 

As  is  seen  by  a  glance  at  the  map,  Plate  XXII,  the  gravel  beds  are  well 
distributed  over  all  portions  of  the  county.  The  character  of  the  gravel 
varies,  one  section  containing-  different  proportions  of  clay  and  sand  from 
that  of  another.  The  gravel  used  upon  the  roads  in  most  instances  was 
that  which  was  closest  at  hand  and  showed  considerable  variability.  On 
some  roads  the  gravel  has  compacted,  making  a  firm  and  solid  road-bed, 
while  on  others,  owing  to  the  sandy  nature  of  the  gravel  it  has  not  com- 
pacted as  well.  To  obtain  the  best  results  it  would  be  necessary  to  make  a 
careful  selection  of  the  material  used. 

The  following  table  shows  the  amounts  expended  for  roads  and  bridges 
during  the  last  ten  years  as  obtained  from  the  office  of  the  County  Com- 
missioners: 

CHARLES  COUNTY. 

Total  amount  levied  for  Amount  spent  for  Amount  spent  for 

Tear.  roads  and  bridges.  bridges.  new  roads. 

1889 $8,000.00  

1890 8,000.00  

1891 8,000.00  

1892 8,000.00  

1893 7,000.00  

1894 7,000.00  

1895 7,000.00  

1896 7,000.00  $750.00                         

1897 7,000.00  900.00                         

1898 9,500.00                        $2,500.00 


$76,500.00 

The  amounts  levied  for  road  and  bridge  purposes  in  years  indicated  have 
generally  been  spent  without  separating — most  of  the  bridge  repairs  and 
work  having  been  done  under  the  direction  of  the  supervisors  and  the 
regular  road  force. 

The  two  amounts  in  column  for  bridge  expenses  were  for  two  iron  bridges 
built  under  contract,  and  represent  the  only  iron  bridges  in  the  county. 

DORCHESTER  COUNTY. 

In  Dorchester  county  there  are  600  miles  of  road  or  0.99  miles  per  square 
mile.  There  are  about  20  miles  of  shell  road,  the  remainder  being  of  dirt. 
The  main  county  roads  shown  upon  the  map  are  109  miles  in  length,  or  18 
per  cent  of  the  total  mileage.  There  are  no  toll-roads. 

About  the  flattest  portion  of  the  Eastern  Shore  is  found  in  Dorchester 
county,  the  southern  part  of  which  is  but  a  few  feet  above  tide-water.  The 
road-beds  are  practically  without  grade  and  in  many  portions  it  is  very 
difficult  to  obtain  sufficient  slope  for  the  side-drains  to  carry  off  surface- 
water.  Where  the  areas  are  marshy  the  roads  have  frequently  been  cor- 
duro3red  and  covered  with  earth  while  the  sandy  roads  have  become  deeply 
rutted  by  the  teams  following  each  other  in  the  same  tracks. 

From  Cambridge  to  Church  Creek,  which  is  one  of  the  principal  lines  of 
15 


230 


THE    PRESENT    CONDITION    OF    MARYLAND    HIGHWAYS 


travel  of  the  county,  a  shell  road  has  been  constructed.  In  the  vicinity  of 
Cambridge  the  shelled  portion  is  from  15  to  20  feet  wide,  narrowing  down 
to  10  feet  farther  away.  From  Cambridge  to  East  Newmarket  the  road  has 
been  shelled  an  average  width  of  12  feet  for  three  or  four  miles  out  of 
Cambridge.  There  is  also  a  shell  road  fully  15  feet  wide  from  East  New- 
market to  Secretary  over  which  there  is  a  considerable  amount  of  hauling. 
Most  of  the  other  roads  in  the  immediate  vicinity  of  Cambridge  have  like- 
wise been  shelled. 

A  mile  of  road  covered  10  feet  wide  and  8  inches  thick  requires  about 
40,000  bushels  of  shell,  which  cost  %  of  a  cent  a  bushel.  The  average  cost 
for  hauling  and  spreading  is  about  1%  cents  to  3  cents  per  bushel,  making 
a  total  cost  of  shells  placed  upon  a  road  about  3  cents  per  bushel.  A  man 
can  spread  in  the  neighborhood  of  2000  bushels  per  day.  The  required 
width  between  fences  on  new  roads  is  30  feet. 

Repairs  on  the  roads  are  in  charge  of  53  supervisors  who  receive,  when 
engaged  upon  general  work,  $1.25  per  day,  which  work  is  usually  done  be- 
fore July  1st;  during  the  remainder  of  the  year,  for  such  work  as  may  be 
necessary,  they  are  paid  $1.00  per  day.  On  general  work  the  supervisors 
employ  from  4  to  8  laborers,  and  on  other  work,  1  to  8,  according  to  the 
necessity.  Laborers  are  paid  75  cents  per  day.  On  an  average  there  is 
annually  paid  to  the  supervisors,  $1500.00  and  the  yearly  amount  paid  for 
other  labor  during  the  last  three  years  has  been  $5000.00.  The  attempt  has 
been  made  to  let  out  the  work  by  contract,  Taut  there  were  no  bidders  within 
reasonable  limits  and  this  system  was  abandoned.  There  was  formerly  one 
road-machine.  The  county  at  present  has  no  machinery,  the  results  not 
being  satisfactory.  Wide  tires  are  used  but  little,  the  majority  being  2 
to  2%  inches  in  width. 

There  is  neither  stone  nor  gravel  in  the  county,  the  only  road  material 
at  hand  being  oyster-shells. 

The  following  table  shows  the  amount  expended  for  roads  and  bridges 
during  the  last  ten  years.  These  figures  were  obtained  from  the  office  of 
the  County  Commissioners. 


I>ORCHESTER   COUNTY. 


Amount  spent 

Total  amount  levied  for  for 

roads  and  bridges. 


Year. 

188ft $10,723.00 

1890 10,717.00 

1891 12,709.00 

1892 11,125.00 

1893 9,782.00 

1894 8,979.00 

1895 8,810.00 

1896 11,387.00 

1897 12,902.00 

1898 10,000.00 


bridges. 


Amount  spent 

for 
new  roads. 


Amount  spent 

for 
shell  roads. 


Amount  spent 

for 
road-repairs. 


$2,000.00 
2,000.00 
2,000.00 


§297.00 

61.00 

348.00 


$1,200.00 
1,900.00 
3,500.00 


$7,890.00 
8,941.00 
4,152.00 


Total $107,134.00 

The    amounts    in    bridge    expense    column    are    average    amounts   for   the 
last  three  years. 


MARYLAND    GEOLOGICAL    SURVEY  231 

Amounts  for  shell  roads  are  given  in  round  numbers,  being  within  a  few 
dollars  of  amounts  found  by  actual  search  of  the  records. 

Cambridge  received  $700.00  per  annum  previous  to  1898  and  for  that  year, 
$1200.00;  East  Newmarket,  $20.00  per  annum. 

FREDERICK  COUNTY. 

The  total  mileage  of  roads  in  Frederick  county  is  1280  miles,  or  2.02  miles 
to  the  square  mile.  This  is  the  largest  mileage  of  any  county  in  the  state. 
There  are  1150  miles  of  dirt  road  and  about  130  miles  of  stone  road.  Toll 
is  collected  over  129  miles  of  stone  roads,  leaving  only  short  patches  built 
and  maintained  by  the  county.  The  main  roads,  including  the  turnpikes, 
are  shown  on  the  map,  Plate  XXIII.  Their  mileage  is  172  miles  or  13  per 
cent  of  the  total  mileage.  It  is  a  noticeable  feature  that  nearly  all  of  the 
main  thoroughfares  in  the  county  are  turnpikes.  This  is  especially  true 
about  Frederick  from  which  radiate  nine  turnpikes  that  are  very  well 
traveled  within  three  to  five  miles  of  the  city.  The  portion  of  the  Frederick 
and  Woodsboro  turnpike  from  Frederick  to  Ceresville  bridge  is  more  traveled 
than  any  of  the  others. 

The  amount  of  travel  on  the  majority  of  the  county  roads  is  secondary 
in  consideration  to  that  which  follows  the  turnpikes,  as  they  are  usually 
feeders  to  the  latter.  The  most  traveled  county  roads  are  those  from  Knox- 
ville  to  Brunswick,  and  from  Woodsboro  to  Libertytown.  Much  of  the 
heavy  hauling  that  now  goes  over  the  Liberty  and  Woodsboro  road  formerly 
went  over  the  turnpike  through  Johnsville  and  Uniontown,  and  thence  to 
Baltimore,  or  else  by  the  way  of  the  old  Liberty  road  to  Baltimore.  Much 
of  the  produce  of  the  lower  portions  of  Middletown  valley  is  now  hauled 
over  the  Knoxville  and  Brunswick  road. 

Nearly  all  of  the  turnpikes  in  the  vicinity  of  Frederick  cross  the  gently 
rolling  country  forming  the  Frederick  valley  which  is  shut  off  from  the 
Middletown  valley  and  the  western  portion  of  the  county  by  the  Catoctin 
mountain.  The  northern  portion  of  the  county  is  more  broken  and  the 
roads  as  a  consequence  rougher. 

The  •"  pike  "  west  of  Frederick  where  the  grades  are  light  crosses  the 
Catoctin  mountain  to  Middletown  with  nearly  an  8  per  cent  grade.  Across 
the  Middletown  valley  the  "  pike  "  follows  the  undulations  of  the  country 
resulting  in  many  short  grades  of  8  to  9  per  cent.  Part  of  the  road  in  the 
Frederick  valley  is  surfaced  with  limestone  for  the  first  two  miles  from 
Frederick  and  is  worn  down  comparatively  smooth.  The  width  of  the 
traveled  way  on  this  section  is  about  15  feet.  On  the  portion  over  the  Ca- 
toctin mountain  and  across  the  Middletown  valley  the  surface  is  for  the 
most  part  of  "  flint "  or  quartzitic  sandstone,  and  paralleled  in  many  places 
by  a  dirt  roadway.  As  the  sections  having  the  "  flint  "  rock  are  rough, 
dirt  and  soft  shale  have  been  thrown  over  the  stone  to  render  the  surface 
smoother.  The  surfaced  portion  of  the  roadway  through  Middletown  valley 
does  not  average  over  9  feet  in  width,  although  the  road-bed  is  about  30 
feet  wide.  The  fences  along  this  road  are  from  50  to  55  feet  apart. 

The  turnpike  leading  to  Yellow  Springs,  except  for  the  first  mile  or  so 
from  Frederick,  is  generally  rough,  with  many  loose  stones  on  the  surface. 
There  is  not  enough  hauling  over  it  to  compact  the  quartz  rock  with  which 


232 


THE    PRESENT    CONDITION    OF    MARYLAND    HIGHWAYS 


the  greater  portion  of  the  road  is  surfaced.  On  the  part  near  Frederick 
limestone  has  been  used  and  this  has  compacted  better.  The  width  of  the 
traveled  portions  of  the  road  is  about  11  feet;  fences  are  from  35  to  40  feet 
apart. 

The  Woodsboro  turnpike  from  Frederick  to  the  Monocacy  river,  is  the 
best  piece  of  road  in  the  county  and  one  of  the  best  in  the  state. 

The  following  turnpikes  are  operated  in  Frederick  county: 


Name. 
Adamstown  Turnpike. 


Buckeystown  Turnpike. 

Frederick  and  Ballinger 
Creek  Turnpike. 

Frederick  and  Emmits- 
burg. 

Frederick  and  Jefferson. 

Frederick  and  Monoc- 
acy. 

Liberty  and  New  Wind- 
sor. 

Liberty  and  Pipe  Creek. 
Frederick    and   Woods- 
boro. 
Liberty    and  Frederick. 

Monocacy   and  Urbana. 

Woodsboro  and  Creag- 
erstown. 

Woodsboro  and  Freder- 
ick. 

Woodsboro  and  Double 
Pipe  Creek. 

Baltimore  and  Freder- 
icktown. 

Frederick  and  Catoctin 
Mountain. 

Frederick  and  Opos- 
sum. 

Frederick  and  Washing- 
ton (or  Georgetown). 


"Piked." 
Adamstown    to    Doubs, 

and  to  intersection  of 

Noland's  Ferry  Road. 
Frederick   to    one    mile 

beyond  Buckeystown. 
Jefferson    Turnpike    to 

Ballinger  Creek. 
Worman's  Mill  to    Em- 

mitsburg. 

Frederick  to  Jefferson. 
Frederick    to  Monocacy 

river. 
New    Windsor    to     one 

mile  north  of  Union- 

ville. 

Liberty  to  Union  B'dge. 
Frederick   to   Monocacy 

river. 

Monocacy  river  to  Lib- 
erty. 
Araby    to     three    miles 

beyond  Urbana. 
Woodsboro  to  Creagers- 

town. 
Liberty       "Pike"       to 

Woodsboro. 
Woodsboro    to    Double 

Pipe  Creek. 

Blue    Ridge    to    Ridge- 

ville. 
Frederick     to    Catoctin 

mountain. 

Frederick    to    Forks    of 
County  Rd.    (3  miles.) 
Frederick  to  Arabv. 


Tolls  Collected. 
Adamstown    to    Doubs, 
&c. 

Frederick    to    one   mile 

beyond  Buckeystown. 
Jefferson    Turnpike    to 

Ballinger  Creek. 
WTorman's  Mill    to  Em- 

mitsburg. 

Frederick  to  Jefferson. 
Frederick   to  Mouocacy 

river. 
New    Windsor     to    one 

mile  north  of  Union- 

ville. 

Liberty  to  Union  B'dge. 
Frederick   to   Monocacy 

river. 

Monocacy  river  to  Lib- 
erty. 

Araby  to  three  miles 
beyond  Urbana. 

Woodsboro  to  Creagers- 
town. 

Liberty       "Pike"      to 

Woodsboro. 
Woodsboro    to    Double 

Pipe  Creek. 

Blue  Ridge  to  Ridge- 
'ville. 

Frederick     to    Catoctin 

mountain. 
Frederick    to    Forks    of 

County  Rd.   (3  miles.) 
Frederick  to  Arabv. 


The  cost  of  putting  stone  on  the  roads  for  a  width  of  14  feet  and  a  depth 
of  9  inches  was  given  as  from  $1750.00  to  $2000.00  per  mile,  3500  perches  of 
broken  stone  being  used.  In  the  last  three  years  there  have  been  laid  from 
1000  to  2000  feet  of  tile  drains  for  draining  the  roads. 

There  are  346  road  supervisors  in  Frederick  county  who  receive  $1.25  per 
day,  or  when  superintending  six  or  more  laborers  $1.50  per  day.  In  addi- 
tion to  these  supervisors  there  are  employed  for  a  short  time  about  1000 


MARYLAND   GEOLOGICAL   SURVEY 


VOLUME  III,  PLATE  XXIII 


ROADS  AND  ROAD  MATERIALS. 


A.Hoi-l.  fc  C,,.  l.ilh    li.illiimin- 


MARYLAND    GEOLOGICAL    SURVEY 


233 


laborers,  who  are  paid  $1.25  per  day.  The  supervisors  and  men  average 
from  six  to  ten  days'  work  per  year. 

The  road-machinery  owned  by  the  county  includes  four  rock-crushers,  15 
road-machines  or  scrapers,  a  few  hand  scoops  and  picks,  hammers,  sledges 
and  shovels.  The  rock-crushers  cost  about  $700.00  each,  and  the  road-ma- 
chines about  $200.00  each.  There  are  $300.00  worth  of  small  tools,  making 
in  all  about  $6100.00  worth  of  road-machinery.  From  $300.00  to  $400.00  are 
spent  annually  for  repairs. 

Over  three-fourths  of  the  wagons  used  for  heavy  hauling  have  tires  3% 
or  more  inches  in  width.  Nearly  all  of  the  new  wagons  are  provided  with 
wide  tires. 

The  required  width  between  fences  on  new  roads  is  30  feet. 

The  road-materials  consist  of  trap-rock,  limestone,  quartzite  and  sand- 
stone. The  best  of  these  is  the  trap-rock  which  is  popularly  known  as 
"  nigger-head  "  rock.  This  occurs  in  massive  bands  or  dikes  extending 
southward  from  Emmitsburg  to  the  Potomac.  About  Emmitsburg  this  rock 
has  a  coarse  granular  structure  and  is  known  commercially  as  Gettysburg 
granite.  This  coarse-grained  variety  is  not  of  so  great  value  for  a  road- 
metal  as  the  compact  fine-grained  rock  found  elsewhere  in  this  dike.  This 
stone  can  be  conveniently  shipped  by  rail.  The  limestone  is  confined  to 
a  limited  area  about  Frederick  and  is  generally  rather  soft.  The  harder 
varieties  are  found  to  have  a  considerable  percentage  of  silicious  material 
and  made  a  better  road-metal  than  those  with  less  silica.  The  western 
portion  of  the  county  is  furnished  with  sandstone  and  quartzitic  rocks 
which  present  a  very  great  variability  of  structure.  The  shales  in  the 
eastern  portion  are  not  of  especial  value  as  a  road-metal.  The  map  on  Plate 
XXIII  shows  the  location  of  the  different  rocks  in  the  county. 

The  following  table  shows  the  amount  expended  for  roads  and  bridges 
during  the  past  ten  years.  These  figures  were  obtained  from  the  office  of 
the  County  Commissioners: 


FKEDEKICK  COUNTY. 


Total  amonnt  levied  for 
Tear.^^  roads  and  bridges. 

1889 $47,964.64 

1890 21,227.80 

1891 21,543.65 

1892 26,031.77 

1893 27,649.07 

1894 31,634.50 

1895 37,309. 71* 

1896 29,106.46 

1897 39,545.05 

1-898 26,814.75 


Amount  spent 
for 
bridges. 

Amount  spent 
for 
new  roads. 

Amount  spent 
for 
stone  roads. 

Amount  spent 
for 
road-repairs. 

$25,065.58 

$1,515.91 

$21,383.15 

2,500.001 

190.98 

.... 

18,536.82 

2,500.00' 

374.50 

18,669.15 

2,500.00' 

1,184.11 

22,347.66 

2,500.00' 

1,439.07 

23,710.00 

5,000.00' 

424.50 

26,200.00 

2,500.001 

2,069.01 

32,740.  70 

3,758.54 

504.87 

$500.00' 

24,843.05 

13,495.81 

3,919.24 

2,000.00' 

20,130.00 

3,000.001 

1,814.75 

500.00' 

21,500.00 

$308,817.40     $62,819.93   $13,436.94   $3,000.00 


$229,560.53 


1  Estimated.  Previous  to  1896  there  was  little  or  nothing  spent  for  stone 
roads  as  far  as  the  books  show,  and  since  then  only  a  rough  estimate  can 
be  made. 

1  Includes  $9000  for  snow  drifts. 


234  THE    PRESENT    CONDITION    OF    MARYLAND    HIGHWAYS 

Walkersville  and  Unionville  receive  $25.00  each;  and  all  the  roads  (except 
turnpikes  of  incorporated  companies),  in  towns,  except  in  Frederick  City, 
Thurmont  and  Emmitsburg,  are  allowed  the  regular  appropriation  of  $12.00 
per  mile. 

In  addition  to  the  amount  shown  in  the  above  table  it  is  estimated  that 
$395,000.00  have  been  paid  in  tolls  during  the  past  ten  years,  making  the 
total  cost  to  the  people  of  the  maintenance  of  the  public  roads  and  turn- 
pikes approximately  $603,800.00,  exclusive  of  private  contributions. 

GARRETT  COUNTY. 

The  total  mileage  of  roads  in  Garrett  county  is  650  miles,  or  0.96  miles  per 
square  mile  of  area.  In  the  disputed  strip  of  land  along  the  western  boun- 
dary of  the  county  there  are  about  50  miles  of  road,  but  as  these  have  never 
been  under  the  care  of  Garrett  county,  they  are  not  included  in  these  sta- 
tistics. No  stone  roads  have  been  constructed  by  the  county.  The  22  miles 
of  the  National  Koad  within  the  county  is  the  only  stretch  of  stone  road. 
The  main  roads  are  shown  on  the  map  on  Plate  XXIV,  and  have  a  mileage 
of  80  miles,  or  12  per  cent  of  the  total  mileage.  There  are  at  present  no 
toll-roads  in  the  county  as  toll  has  not  been  collected  on  the  National  Road 
since  1878. 

The  roughest  and  wildest  country  to  be  found  in  the  state  is  in  Garrett 
county.  The  mountainous  character  of  the  whole  area  imposes  some  of  the 
hardest  conditions  upon  road-construction.  Many  of  the  roads  on  a  side- 
hill  location  are  oftentimes  so  narrow  in  places  that  teams  cannot  pass. 
Some  of  the  roads  when  first  opened  were  simply  lumber  roads,  and  were 
scarcely  more  than  clearings.  As  the  timber  from  a  particular  area  was 
exhausted,  a  large  number  of  these  roads  became  disused.  Some  of  them, 
however,  have  been  kept  open  and  they  are  the  roughest  in  the  state. 

A  good  example  of  a  narrow  side-hill  road  is  to  be  found  near  Friends- 
ville  on  the  road  to  Accident  where  the  entire  roadway  is  not  over  12  feet 
wide  and  extends  for  about  three-fourths  of  a  mile  on  a  10  per  cent  grade. 
The  mountain  slope  is  very  steep,  and  no  form  of  guard-rail  is  provided  to 
prevent  a  frightened  animal  dashing  down  the  mountain  side. 

In  the  location  of  the  Hoop  Pole  Ridge  Road  advantage  was  taken  of  the 
narrow  level  strip  found  on  the  top  of  the  Hoop  Pole  Ridge,  which  portion 
of  the  road  has  comparatively  easy  grades.  This  thoroughfare  continues 
on  through  McHenry  and  Hoye's  to  Friendsville,  on  the  westerly  slope  of 
the  divide  between  the  area  draining  into  the  Potomac  river  and  the  area 
draining  into  the  Youghiogheny  river.  On  this  slope  are  very  steep  grades. 
On  a  hill  near  Hoye's  they  are  as  high  as  20  per  cent. 

The  road  running  south  from  Oakland  to  Gormania  has  many  steep 
grades.  One  in  particular  near  Gormania  measured  twenty-two  per  cent. 
In  the  summer  of  1898  the  County  Commissioners  had  surveys  made  for  a 
relocation  of  a  portion  of  the  road  so  as  to  avoid  this  excessive  grade. 

Around  Oakland  and  Deer  Park,  where  the  road-beds  are  comparatively 
free  from  rock,  road-machines  have  been  used  to  shape  the  roadway.  As 
most  of  the  soil  is  clay  with  some  sand,  very  good  dry-weather  roads  can 
be  made,  but  with  much  travel  they  become  deep  with  dust  in  dry  weather 
or  with  mud  in  wet  weather. 

The  portion  of  the  National  Road  within  Garrett  county  is  in  bad  condi- 
tion. In  many  places  it  has  been  worn  down  to  the  large  foundation  stones, 


MARYLAND    GEOLOGICAL    SURVEY 

while  on  the  hills  it  is  gullied  into  a  very  rough  and  uneven  roadway.  Sec- 
tions have  been  covered  with  broken  stone,  which  was  put  on  in  such  large 
pieces  that  travel  invariably  turned  to  one  side.  The  width  of  the  old  road- 
bed is  about  20  feet,  which  is  far  wider  than  the  present  small  amount  of 
travel  requires.  An  appropriation  of  $600.00  per  year  is  made  by  the  county 
for  this  road. 

On  the  hilly  portions  of  the  roads  breakers  are  constructed  to  turn  aside 
the  rain-water,  and  some  of  them,  judging  from  their  size,  have  received  too 
much  attention.  Broken  stone  has  only  been  used  to  fill  up  mud  holes, 
a  method  of  repair  which  has  oftentimes  resulted  in  forming  two  new  de- 
pressions on  either  side  of  the  first,  for  the  dirt  soon  wears  away  from  the 
stone,  making  new  places  for  the  water  to  collect.  It  is  the  common  cus- 
tom to  throw  everything  from  the  ditches  into  the  middle  of  the  road. 
The  steep  grades  on  most  of  the  county  roads  which  resulted  from  inatten- 
tion to  their  proper  location  when  the  roads  were  tirst  laid  out  can  only 
be  remedied  by  relocations. 

The  required  width  between  fences  is  30  feet.  The  width  of  the  traveled 
way  varies  from  15  feet  on  level  stretches  to  7  or  8  feet  on  the  hilly  portions. 
Lumber  is  used  for  constructing  the  drains. 

Repairs  to  the  roads  are  under  the  immediate  control  of  167  supervisors, 
who  are  paid  $1.50  per  day.  The  supervisors  have  under  them  five  men 
each,  who  receive  $1.25  per  day.  Supervisors  and  men  average  one  week 
per  year  on  the  road.  The  county  owns  five  road-machines  which  cost 
about  $800.00  in  all.  $50.00  a  year  is  spent  in  repairs  to  this  machinery. 
Wide  tires  are  seldom  found  on  the  farm  wagons. 

The  rocks  available  for  road  purposes  shown  by  the  map  on  Plate  XXIV 
are  widely  distributed  and  consist  of  successive  bands  of  sandstones,  lime- 
stones, and  shales.  While  these  rocks  do  not  make  the  best  road-metals, 
yet  it  is  possible  to  obtain  very  satisfactory  results  from  many  of  the  harder 
sandstones  and  limestones.  The  shales  compact  easily  but  are  not  durable 
and  roads  made  of  them  become  very  dusty  in  dry  weather  and  muddy  in 
wet. 

Good  exposures  of  limestone  occur  at  Sang  Run,  on  the  road  between 
Accident  and  Friendsville,  and  at  many  other  points,  especially  along  the 
Baltimore  and  Ohio  Railroad.  Sandstone  has  been  used  in  and  about  Oak- 
land, but  not  always  of  the  hardest  and  most  durable  varieties. 

The  following  table  shows  in  detail  the  expenditure  for  the  last  ten  years 
on  different  portions  of  the  road-work.  These  figures  were  obtained  from 
the  office  of  the  County  Commissioners: 

GABBETT  COUNTY. 

Total  amount  levied        Amount  spent  Amount  spent  Amount  spent 

Year.  for  roads  and  :or  bridges.  for  new  roads.        for  road  repairs. 

1889 $8,999.46  $1,804.96  $131.50  $7,063.00 

1890 9,112.98  554.02  63.75  8,495.21 

1891 8,649.14  1,318.12  160.92  .7,170.10 

1892 9,677. ',37  1,289.46  194.50  8,193.31 

1893 9,703.38  1,004.53  288.00  8,410.85 

1894 13,990.82  1,805.53  2,020.32  10,164.97 

1895 12,153.86  1,575.04  185.50  10,393.32 

1896 15,772.43  1,797.97  3,400.00  10,574.46 

1897 11,707.11  1,616.59                    10,090.52 

1898 13,647.60  3,398.10  64.50  10,190.00 

$113,414.05  $16,199.32  $6,508.99  $90,745.74 


236  THE    PRESENT    CONDITION    OF    MARYLAND    HIGHWAYS 

Amounts  levied  Amounts" levied 

Tear.  for  towns.  Year.  for  towns. 

1890 $430.  00  1895 $630. 00 

1891 430.00  1896 630.00 

1892 430.00  1897 630.00 

1893 580.00  1898 630.00 

1894 580.00 

HARFORD  COUNTY. 

There  are  800  miles  of  road  in  Harford  county,  or  1.90  miles  per  square 
mile.  680  miles  are  dirt  road,  100  miles  stone  road,  15  miles  gravel  road, 
and  5  miles  shell  road.  The  main  roads  are  shown  on  the  map,  Plate  XXIV. 
They  have  a  mileage  of  96  miles,  which  is  12  per  cent  of  the  total  mileage. 
Included  in  the  mileage  of  stone  roads  are  8  miles  over  which  toll  is  col- 
lected. 

The  location  of  Harford  county  gives  a  great  variety  of  roads,  due  to  the 
varying  surface  conditions.  In  the  northern  portion,  the  land  is  much 
broken  and  there  is  an  abundance  of  rock.  This  rough  and  hilly  area 
merges  by  degrees  into  the  low  and  level  section  on  Gunpowder  Neck. 

Although  considerable  attention  has  been  given  to  the  building  of  stone 
roads,  many  being  built  of  trap-rock,  the  stone  has  generally  not  been 
broken  small  enough  to  be  compacted  readily  by  the  traffic.  Consequently 
the  surface  of  these  roads  is  invariably  rough,  although  a  firm  road-bed  has 
been  obtained  which  is  far  better  in  winter  and  spring  than  the  former 
dirt  roads. 

The  road  from  Bel  Air  to  Hickory  has  been  surfaced  with  trap-rock  but 
ruts  have  formed  over  nearly  the  whole  distance.  In  many  places  there 
are  two  or  three  sets  of  such  ruts,  the  second  set  being  formed  in  avoiding 
the  first  set,  and  so  on.  The  width  of  the  stone  covering  varies  from  15 
feet  in  some  places  to  not  over  7  feet  in  others.  Where  the  macadam  is 
narrow  there  is  generally  a  dirt  road  at  the  side.  Such  a  road  as  this  could 
be  made  hard  and  smooth  by  surfacing  it  with  a  two-inch  layer  of  broken 
stone  well  rolled  down. 

Near  Dublin  there  has  recently  been  constructed  a  few  hundred  yards  of 
stone  road  furnishing  an  excellent  example  of  how  not  to  construct  a  road. 
A  layer  of  boulders  ranging  in  size  from  one  to  two  feet  was  laid  on  an 
ungraded  road-bed  to  a  depth  varying  from  10  to  24  inches.  These  large 
stones  or  boulders  were  placed  in  a  loose  and  unskillful  fashion  leaving 
larg£  spaces  between  them.  Over  this  layer  of  large  rocks  was  spread  a 
layer  of  stone  from  3  inches  to  6  inches  in  size.  The  road  when  seen  had 
been  left  in  this  condition  for  over  six  months.  Wherever  possible  the 
travel  has  turned  into  the  neighboring  fields  to  avoid  going  over  this  mass 
of  loose  stones.  Such  a  piece  of  work  is  a  waste  of  both  time  and  material. 

On  the  roads  in  the  hilly  portions  of  the  county  the  roadway  is  generally 
narrow  and  the  repairs  consist  in  making  water-breakers.  The  dirt  roads 
on  less  rocky  soil  are  rounded  up  with  road-machines. 

The  roads  in  the  southern  section  on  the  Gunpowder  Neck  have  no  heavy 
grades.  The  soil  is  a  clay  mixed  with  more  or  less  sand  which  forms  a 


MARYLAND  GEOLOGICAL  SURVEY 


VOLUME  III,  PLATE  XXIV 


/    THE    GRANITIC    AND    QUARTZITIC 

GNEISS    AND    QUARTZ-SCHIST 


GRANITE 
QUARTZ  I TE 

THE  CALCAREOUS   ROCKS 

/          MARBLE 

THE  SLATE   ROCKS 

PHYLLITE 

THE    LIMESTONES 

GREENBRIER 

THE    SANDSTONES 

POCONO 
POTTBVILLE 

THE    SHALES 


SHALES  (INCLUDING  MARTINSBURG.  CLINTON,  ROMNEV. 
JENNINGS.  HAMPSHIRE.  ALLEGHENY.  CONEMAUGH.  MONON- 
GAHELA  AND  OUNKARO  FORMATIONS) 


GRAVELS,  SANDS  AND  CLAYS  \ 

GRAVELS    AND    IRON    BEARING    SANDS.         I     NS      I 
CLAYS    AND   UNCONSOLIDATED    SANDS.      C 


MAIN   COUNTY  ROADS 
TOLL-ROADS 
ABANDONED  TOLL-ROADS 


BMBMt* 

ROADS  AND  ROAD  MATERIALS. 


A.Ho«i«*.<'u.  Lith.Ballin 


MARYLAND    GEOLOGICAL    SURVEY  237 

hard  road  in  summer,  but  one  which  becomes  very  dusty  with  any  con- 
siderable travel. 

Near  Churchville  there  is  a  piece  of  road  that  was  improved  under  the  di- 
rection of  Mr.  Harrison,  Highway  Expert  of  the  Office  of  Road  Inquiry,  U. 
S.  Department  of  Agriculture.  A  small  amount  was  macadamized,  but  for 
the  larger  portion  of  the  distance  the  money  was  sufficient  to  provide  only 
a  system  of  underdrainage.  About  175  yards  of  road  12  feet  wide  was  sur- 
faced and  the  underdrainage  was  extended  400  yards  further.  The  whole 
work  cost  $608.39. 

The  following  turnpikes  are  operated  in  Harford  county: 

Name..                                                   "Piked."  Tolls  Collected. 

Harford  Turnpike.                       From  Baltimore  County  From  Baltimore  County 

line  to  within  2J  miles  line  to  within  2£  miles 

of  Bel  Air.  of  Bel  Air. 

Bel  Air  Turnpike.  From   end    of    Harford  From   end    of    Harford 

Turnpike  to  Bel  Air.  Turnpike  to  Bel  Air. 

There  are  10  general  supervisors,  who  appoint  sub-supervisors;  the  former 
receive  $2.00  per  day,  the  latter  $1.25  per  day.  The  repairs  in  the  neigh- 
borhood of  Darlington,  Churchville  and  Bel  Air,  have  been  under  the  super- 
vision of  local  Road  Leagues.  The  first  of  these  Road  Leagues,  and  the 
first  of  its  kind  in  the  United  States,  was  the  one  formed  at  Darlington  in 
1887  by  residents  in  the  vicinity  of  that  place.  The  League  has  now  in  charge 
the  maintenance  of  about  15  miles  of  road.  The  work  is  in  the  hands  of  an 
overseer,  the  same  one  being  employed  from  year  to  year.  He,  in  turn, 
hires  what  men  are  necessary.  Formerly  the  League  raised  a  portion  of 
the  funds  by  subscription,  the  county  also  making  an  appropriation.  At 
present,  however,  the  only  money  spent  by  the  League  is  the  amount 
granted  by  the  County  Commissioners,  which  is  from  $400.00  to  $500.00  per 
year.  The  machinery  owned  by  the  League  consists  of  a  road-machine,  a 
stone-crusher,  and  an  equipment  of  smaller  tools.  The  Bel  Air  and  Church- 
ville Leagues  are  modeled  after  the  one  at  Darlington.  It  has  been  found 
that  while  the  enthusiasm  is  great  in  the  beginning  it  soon  abates  and 
leaves  the  carrying  on  of  the  work  to  a  very  few.  The  Bel  Air  and  Church- 
ville Leagues  were  both  organized  in  the  fall  of  1894. 

The  road-machinery  owned  by  the  county  includes  11  road-machines,  1 
stone  crusher,  and  1  horse-roller,  which  cost  in  all  about  $3000.00.  The 
repairs  to  this  machinery  cost  $200.00  a  year. 

It  is  estimated  that  only  1  per  cent  of  the  farm  wagons  have  tires  3yz 
inches  or  more  in  width,  and  it  is  not  the  general  custom  to  have  new 
wagons  provided  with  wide  tires. 

Good  road  material  is  found  more  widely  distributed  in  Harford  county 
than  in  any  other.  Broad  areas  of  trap-rock  extend  in  a  northeasterly  di- 
rection across  the  entire  county  and,  save  in  the  extreme  northern  and 
southern  portions,  there  is  no  section  which  cannot  be  readily  supplied 
with  this  rock.  Near  the  mouth  of  the  Susquehanna  the  trap-rock  is  most 
favorably  situated  for  shipment  by  water  to  any  point  to  which  it  may  be 
desired  to  send  it,  especially  to  the  southern  and  eastern  parts  of  the  state 
which  are  entirely  devoid  of  good  road-material.  In  addition  to  the  trap- 


238  THE    PRESENT    CONDITION    OF    MARYLAND    HIGHWAYS 

rock  there  are  found  quantities  of  gneiss  and  quartzitic  rocks  which  lend 
themselves  fairly  well  for  road-purposes.  The  map  on  Plate  XXIV  shows 
the  general  distribution  of  the  various  rocks  throughout  the  county. 

The  following  table  shows  the  amount  expended  upon  the  roads  and 
bridges  for  the  past  ten  years.  These  figures  were  obtained  from  the  office 
of  the  County  Commissioners: 

HARFOBD  COUNTY. 

Total  amount  levied  for         Amount  spent  Amount  spent 

Year.  roads  and  bridges.  for  bridges.  for  road-repairs. 

1889 $19,000.00                       $19,000.00 

1890 40,000.00  $1,000.00  39,000.00 

1891 37,496.00  1,000.00  36*496.00 

1892 57,554.00  1,000.00  56,554.00 

1893 29,000.00  800.00  28,200.00 

1894 37,000.00  900.00  36,100.00 

1895 25,000.00  700.00  24,300.00 

1896 23,000.00  600.00  22,400.00 

1897 20,000.00  500.00  19,500.00 

1898 21,000.00  700.00  20,300.00 


$309,050.00  $7,200.00  $301,850.00 

In  addition  to  the  amount  shown  in  the  above  table  it  is  estimated  that 
$20,000.00  have  been  paid  in  tolls  during  the  last  ten  years,  making  the  total 
cost  to  the  people  of  the  maintenance  of  the  public  roads  and  turnpikes 
approximately  $329,050.00,  exclusive  of  private  contributions. 

HOWARD  COUNTY. 

In  Howard  county  there  are  448  miles  of  road,  or  1.79  miles  per  square 
mile.  There  are  400  miles  of  dirt  road  and  48  miles  of  stone  road,  which  in- 
cludes 35  miles  of  toll-road.  There  are  13  miles  of  stone  road  built  and 
maintained  by  the  county.  The  main  county  roads  shown  on  the  map  on 
Plate  XXIV,  aggregate  60  miles,  or  13  per  cent  of  the  total  mileage. 

Howard  county  occupies  a  portion  of  the  Piedmont  Plateau  and  has  a 
general  level  rising  from  500  feet  on  the  east  to  750  feet  on  the  west.  The 
main  topographical  feature  is  the  continuous  stretch  of  comparatively  level 
land  which  forms  the  divide  between  the  Patapsco  and  Patuxent  drainage 
basins,  and  which  extends  easterly  and  westerly  the  entire  length  of  the 
county.  The  Old  Frederick  Eoad  follows  this  divide  very  closely,  but  the 
location  of  the  more  direct  New  Frederick  Road  takes  it  near  the  southern 
edge,  necessitating  somewhat  heavier  grading  than  on  the  earlier  location. 
The  streams  have  cut  deeply  into  the  surface  making  many  rough  and  steep 
hillsides.  The  soil  is  for  the  most  part  a  mixture  of  clay  and  sand,  some 
places  being  a  very  heavy  stiff  clay. 

There  is  much  hauling  over  the  roads  which  lead  to  the  different  sta- 
tions on  the  Baltimore  and  Ohio  railroad,  so  that  the  portion  of  the  Balti- 
more and  Frederick  turnpike  between  Lisbon  and  St.  Charles  College  has 
little  through  teaming.  A  particularly  good  example  is  here  afforded  of 
the  effect  upon  the  direction  of  travel  produced  by  the  building  of  a  rail- 


MARYLAND    GEOLOGICAL    SURVEY  239 

road.  Formerly  all  the  heavy  hauling  was  along  the  turnpike,  whereas 
now  the  turnpike  is  followed  only  to  the  nearest  cross-road  which  leads  to 
a  railroad  station.  For  6  or  8  miles  west  of  Ellicott  City  there  is  more 
travel  of  all  descriptions  over  the  Baltimore  and  Frederick  turnpike  than 
over  any  other  piece  of  road  in  the  county. 

This  turnpike  is  the  principal  road  of  the  county  which  it  traverses  from 
east  to  west.  Repairs  are  made  frequently,  and  it  is,  as  a  whole,  in  good 
condition.  It  was  noticed  that  the  better  traveled  portions  were  smoother 
than  the  lesser  traveled  ones.  Considerable  trap  or  "  nigger-head  "  rock, 
taken  from  the  diabase  dike  near  Pine  Orchard,  has  been  used  for  sur- 
facing. This  rock  is  broken  by  hand  and  left  in  piles  at  the  side  of  the 
road  to  be  used  as  occasion  requires. 

Many  of  the  county  roads  have  been  improved  by  widening  and  in  some 
instances  by  stoning  them.  The  method  of  placing  the  stone  on  the  road 
does  not  produce  a  smooth  surface,  as  it  is  spread  upon  it  in  coarsely-broken 
pieces  forming  a  layer  6  to  15  inches  deep  and  10  to  15  feet  in  width.  The 
cost  of  such  a  road  w!th  a  covering  of  stone  12  feet  wide  and  6  inches  deep 
is  given  as  $1000.00  per  mile,  1056  perches  of  stone  being  used. 

The  turnpikes  operated  in  Howard  county  are: 

Name.  "Piked."  Tolls  Collected. 

Baltimore  and  Frederick  Ellicott   City  to  Ridge-  Ellicott  City  to  Ridge- 

Turnpike,  ville.  ville. 

Ellicott  City  and  Clarks-  Ellicott  City  to  Clarks-  Ellicott  City  to  Clarks- 

ville  Turnpike.  ville.  ville. 

Triadelphia  Turnpike.  Glenelg  to  Balto.-  Glenelg  to  Balto.- 

Fredk.  Turnpike.  Fredk.  Turnpike. 

The  roads  are  under  the  immediate  charge  of  13  supervisors  who  employ 
in  addition  118  men.  The  pay  per  day  of  the  men  is  $1.00.  The  total 
amount  paid  to  the  supervisors  is  $360.00  per  year. 

There  are  13  road-machines  and  one  stone-crusher,  with  a  capacity  of 
about  40  perches  per  day,  owned  by  the  county.  The  road-machines  cost 
$200.00  each,  and  the  stone-crusher  $740.00,  making  a  total  of  $3340.00.  It 
costs  about  $100.00  per  year  for  repairs  to  the  crusher  and  about  $15.00 
each  for  repairs  on  the  road-machines.  It  is  safe  to  say  that  one-half  of 
the  farm  wagons  have  tires  3%  inches  wide  and  wider.  In  those  localities 
near  the  turnpikes  it  is  the  general  practice  to  have  wide  tires  put  on  new 
wagons.  In  sections  more  remote  this  practice  is  not  so  general.  The  re- 
quired width  between  fences  for  new  roads  is  30  feet. 

The  road-materials  include  some  excellent  rock.  That  found  in  the  trap 
or  diabase  dike  crossing  the  county  in  a  northerly  and  southerly  direction 
is  the  best  road-metal  in  the  county.  Near  Pine  Orchard  this  rock  has 
been  used  upon  the  turnpike.  In  the  eastern  portion  is  another  area  of 
trap-rock.  There  are  also  granites  and  gneisses  widely  distributed  but 
these  are  inferior  to  the  trap-rock.  The  map  on  Plate  XXIV  outlines  the 
general  location  of  the  different  rocks  in  the  county. 

The  following  table  shows  the  amount  that  has  been  spent  on  roads  and 
bridges  during  the  last  ten  years.  These  figures  were  obtained  from  the 
office  of  the  County  Commissioners: 


240 


THE    PRESENT    CONDITION    OF    MARYLAND    HIGHWAYS 


HOWARD   COUNTY. 


Year. 
1889  

Total  amount  levied  for 
roads  and  bridges. 

$14,000.00' 

Amount  spent 
for  bridges. 

Amount  spent 
for  new  roads. 

Amount  spent 
for  road-repairs. 

1890 

...    16,403.00 

$10,803.00 

$5,600.00 

1891 

11,704.00 

6,198.00 

$506.00 

5,000.00 

1892 

12,281.00 

4,248.00 

1,233.00 

6,800.00 

1893        .... 

15,196.00 

8,000.00 

396.00 

6,800.00 

1894 

16,750.00 

9,233.00 

717.00 

6,800.00 

1895 

9,925.00 

3,000.00 

125.00 

6,800.00 

1896 

10,978.00 

3,260.00 

918.00 

6,800.00 

1897 

11,667.00 

2,888.00 

2,067.00 

6,712.00 

1898 

15,997.00 

4,890.00 

1,657.00 

9,450.00 

$134,901.00 


$52,520.00 


$7,619.00 


$55,762.00 


In  addition  to  the  amount  shown  in  the  above  table  it  is  estimated  that 
$100,000.00  have  been  paid  in  tolls  during  the  last  ten  years,  making  the  total 
cost  to  the  people  of  the  maintenance  of  the  public  roads  and  turnpikes 
approximately  $234,900.00,  exclusive  of  private  contributions. 

KENT   COUNTY. 

There  are  435  miles  of  road  in  Kent  county,  or  an  average  of  1.37  miles  of 
road  for  each  square  mile  of  area.  There  are  5  miles  of  shell  road;  the 
remainder  are  of  dirt.  The  main  roads  are  shown  upon  the  map  on  Plate 
XXV  and  have  a  mileage  of  63  miles,  or  14  per  cent  of  the  total  mileage.  All 
of  the  roads  are  free. 

The  soil,  which  is  generally  hard  clay  with  some  sand,  is  about  the  best 
that  can  be  obtained  for  dirt  roads  and  this,  together  with  the  flat  char- 
acter of  the  country,  makes  it  possible  to  have  fairly  good  roads  for  a  con- 
siderable portion  of  the  year  with  comparatively  little  work.  During  wet 
weather,  especially  in  the  hollows,  the  clay  soil  becomes  soft  and  sticky, 
rendering  a  passage  through  it  very  difficult. 

Many  of  the  roads  in  Kent  county  are  considerably  wider  than  the  aver- 
age county  road.  For  example,  on  the  roads  leading  into  Chestertown  the 
fences  and  hedges  are  from  50  to  60  feet  apart.  On  the  road  near  Tolchester 
the  fences  are  60  feet  apart.  The  traveled  portion  of  these  roads  is  cor- 
respondingly wide,  and  is  oftentimes  25  to  30  feet  broad.  Much  attention 
has  also  been  paid  to  building  substantial  culverts  in  all  parts  of  the 
county.  They  are  made  of  tile  drains  with  ends  well  protected  by  neat 
brick  walls  generally  carried  two  or  three  feet  above  the  level  of  the  road- 
way. The  amount  of  tile  drains  laid  cannot  be  ascertained,  but  there  is 
probably  more  in  proportion  to  the  number  of  miles  of  road  than  in  any 
other  county  of  the  state. 

A  great  improvement  has  also  been  made  on  some  roads  by  grading. 
Near  Galena,  on  the  road  towards  Still  Pond,  a  section  has  recently  been 
relocated  and  graded  by  filling  to  a  depth  of  10  feet  in  places.  The  width 
of  the  top  of  the  embankment  is  about  25  feet.  This  is  one  of  the  few  in- 


Estimated. 


MARYLAND  GEOLOGICAL  SURVEY 

•- 


VOLUME  III,  PLATE  XXV 


MAIN   COUNTY   ROADS     '      — 
TOLL-ROADS  — 

ABANDONED  TOLL- ROADS    — 


I  phi. 


THE  TRAP  ROCKS 
GABBBO 

PERIOOTITE    AND    PYROXENITE 

OIORITC 

DIABASE 

THE    GRANITIC    AND    QUARTZITIC    -*OCKS 

GNEISS    AND   QUARTZ-SCHIST  I  Gfl  | 

GRANITE  |  Gr  I 

QUARTZITE  |  Q  | 

TRIASSIC    SANDSTONE  I  Gt  | 

THE  SLATE   ROCKS 

PHY1.LITE  |    Ap     | 

THE    VOLCANIC    ROCKS 
BASIC   VOLCANICS  I    Vb     I 


GRAVELS.   SANDS  AND  CLAYS 

GRAVELS    AND    IRON     BEARING    SANOS         |     N<i      | 
CLAYS    AND    UNCONSOLIDATEO    SANDS       [     ,^s      | 

MARLS  OCCUR  AS  BEOS  AND  LEDGES  AT 
VARIOUS  PLACES  IN  THE  CRETACEOUS 
AND  TERTIARY  FORMATIONS.  NOT  REP- 
RESENTED ON  THE  MAP. 


ROADS  AND  ROAD  MATERIALS, 


A.Hoeii  X  Cu.JLith.  K.,h,c, ,..,-, 


MARYLAND    GEOLOGICAL    SURVEY 


241 


stances  where  a  coxmtj-  road  has  been  well  graded.  The  road  near  Better- 
ton  has  also  been  much  improved  by  grading,  as  have  many  of  the  roads 
in  the  vicinity  of  Chestertown. 

There  are  110  supervisors  in  the  county  who  have  charge  of  the  road- 
work.  They  receive  $1.00  per  day  and  when  superintending  other  laborers, 
$1.25.  Laborers  receive  $1.00  per  day.  The  average  number  of  men  em- 
ployed by  each  supervisor  is  4.  The  work  upon  the  roads  is  done  between 
April  1st  and  July  1st. 

The  road-machinery  consists  of  10  road-machines  whjch  cost  about 
$1500.00,  and  about  $50.00  a  year  is  spent  for  repairs.  Wide  tires  are  prac- 
tically unknown  in  the  county. 

No  stone  is  found  in  Kent  county.  There  are,  however,  large  scattered 
areas  of  gravel,  but  not  in  sufficient  quantities  or  of  a  character  to  be  con- 
sidered available  for  general  use  as  a  road-material.  In  the  vicinity  of 
Chestertown  oyster-shells  have  been  used  which  cost  hauled  upon  the  road, 
about  3  cents  per  bushel. 

The  following  table  shows  the  total  amount  spent  for  the  last  ten  years 
on  roads  and  bridges;  also  the  amount  spent  for  bridges  and  new  roads: 


KENT   COUNTY. 


Total  amount  levied  for 
Year.  roads  and  bridges. 

1889 $11,853.99 

1890 18,687.99 

1891 15,475.81 

1892 27,823.34 

1893 23,640.56 

1894 22,960.15 

1895 20,638.17 

1896 22,354.10 

1897 16,525.12 

1898 23,246.37 

$198,205.60 


Amount  spent 
for  bridges. 

Amount  spent 
for  new  roads. 

Amount  spent 
for  road-repairs. 

$100.00 

$770.00 

$10,983.99 

1,194.26 

828.49 

11,665.24 

909.61 

14,566.20 

5,650.00 

674.52 

21,498.82 

1,000.00 

404.02 

22,236.54 

1,200.00 

2,060.09 

19,700.06 

3,238.21 

1,224.74 

16,175.22 

.... 

2,096.34 

20,257.76 

.... 

188.76 

16,336.36 

692.72 

8,710.71 

18,842.94 

$12,867.28 


$13,075.19 

Chestertown  under  act  of  1888  has  received  $22,079.57— prior  to  said  act 
and  under  act  of  1882,  from  $300.00  to  $625.00  annually — and  prior  to  the 
last  named  act  $300.00  annually  under  act  of  1876. 

MONTGOMERY  COUNTY. 

There  are  835  miles  of  road  in  Montgomery  county,  or  an  average  of 
1.64  miles  to  each  square  mile  of  area.  790  miles  are  dirt  road  and  45  miles 
are  stone  road.  The  latter  estimate  includes  37  miles  of  toll-road  but 
does  not  include  short  patches  scattered  over  the  county.  The  main  roads 
of  the  county  are  shown  on  the  map  on  Plate  XXV.  They  aggregate  120 
miles  or  14  per  cent  of  the  total  mileage. 

Montgomery  county  is  on  the  border  between  the  hilly  country  of  the 
Piedmont  Plateau  and  the  flatter  sections  of  the  Coastal  Plain.  The  sur- 
face is  characterized  by  broad,  level  terraces  offering  locations  for  the  roads 
free  from  excessive  grades.  On  the  main  thoroughfares  the  grades  are  gen- 
erally low  except  at  the  stream  crossings.  On  the  road  east  of  Dawson- 


242  THE    PRESENT    CONDITION    OF    MARYLAND    HIGHWAYS 

ville  crossing  Seneca  creek  the  grades  are  12  to  15  per  cent.  Smaller 
streams  have  not  eroded  as  deeply  as  the  larger  ones  and  the  grades  are 
consequently  shorter  and  not  as  steep.  If  the  grades  of  all  the  roads  were 
raised  at  the  stream  crossings  one  of  the  most  needful  improvements  would 
be  accomplished. 

The  most  extensive  piece  of  road-construction  undertaken  in  this  state 
for  a  number  of  years  is  the  rebuilding  of  the  old  turnpike  between  Rock- 
ville  and  Georgetown.  No  road  in  the  county  was  more  in  need  of  improve- 
ment both  on  account  of  its  condition  and  of  its  importance  as  the  direct 
route  from  Rockville  to  Washington.  It  has  long  been  known  as  one  of 
the  worst  pieces  of  main  highway  in  the  state.  The  old  foundation  stones, 
many  two  or  three  feet  in  size,  formed  the  surface  of  the  roadway  proper 
which  was  but  little  used.  At  the  sides  a  rough  single-track  dirt  road 
had  been  worn  sometimes  five  to  ten  feet  below  the  level  of  the  old  road-bed, 
as  is  shown  on  Plate  XXXIV,  Fig.  2.  As  a  result  where  there  should  have 
been  a  well-travelled  road  and  much  improved  suburban  property  there  was 
but  little  travel  and  land  values  below  those  of  other  neighborhoods  no 
farther  removed  from  Washington. 

To  meet  the  cost  of  improving  this  road  bonds  were  issued  by  the  county 
to  the  amount  of  $25,000  as  authorized  by  an  act  of  the  General  Assembly  in 
1898.  The  law  further  provided  that  the  county  should  build  the  entire 
length  of  the  road  from  Rockville  to  the  District  of  Columbia,  a  distance 
of  7%  miles;  grade  it  to  a  width  of  40  feet;  and  surface  it  20  feet  wide  and 
12  inches  thick  with  macadam  thoroughly  rolled  with  a  steam-roller.  As 
soon  as  construction  was  begun  it  was  evident  that  these  specifications  could 
not  be  fulfilled  with  the  amount  of  money  at  hand.  The  road  as  constructed 
has  16  feet  of  macadam  flanked  on  either  side  by  a  12-foot  dirt  road.  Broken 
stone  is  put  on  to  a  depth  of  12  inches  for  a  short  distance  from  Rockville 
but  elsewhere  it  is  9  inches. 

To  prepare  the  roadway  for  the  macadam  it  is  first  necessary  to  remove 
the  foundation  stones  of  the  old  turnpike  which  are  taken  out  and  thrown 
to  one  side  and  afterwards  crushed  to  form  the  material  for  the  new  road. 
Considerable  grading  is  done  on  account  of  the  depth  to  which  the  sides 
have  been  worn  and  also  to  reduce  the  grades  to  6  per  cent,  as  required  by 
the  law  authorizing  the  improvement. 

The  crushed  stone  is  put  on  in  two  courses.  The  lower  one  consists  of 
the  "  tailings  "  from  the  crusher  which  range  in  size  from  2  to  6  inches. 
The  top  course  is  a  mixture  of  what  are  commonly  known  as  No.  1  and 
No.  2  stone,  which  vary  from  %  of  an  inch  to  2%  inches  in  diameter.  Over 
this  screenings  are  spread  for  1  to  2  inches  in  depth.  Where  there  are 
not  enough  screenings  clay  is  substituted.  The  rolling  is  done  by  a  four- 
ton  horse-roller,  but  very  inefficiently,  as  the  stones  are  by  no  means  com- 
pacted; the  wagon  wheels  on  the  finished  portion  forming  ruts,  especially 
where  clay  has  been  used. 

At  the  present  writing,  October,  1899,  about  3  miles  have  been  completed. 
It  was  at  first  thought  that  there  was  sufficient  stone  in  the  old  road-bed 
for  the  new  one,  but  it  is  found  that  much  additional  stone  will  be  needed. 

The  work  was  let  by  contract  at  the  following  prices:  Grading  per  cu.  yd., 
12%  cents;  macadam,  per  sq.  yd.,  12  cents;  removing  old  stone  from  road- 
bed, per  sq.  yd.,  9  cents;  rubble  masonry  per  cu.  yd.,  $4.50;  brick  masonry, 


MARYLAND    GEOLOGICAL    SURVEY  243 

per  cu.  yd.,  $6.00;  concrete,  per  cu.  yd.,  $3.00;  timber,  per  1000  ft.,  $24.00; 
laying  12-inch  pipe,  per  linear  ft.,  10  cents;  18-inch  pipe,  16  cents;  24-inch 
pipe,  20  cents;  cobble-paving,  per  sq.  yd.,  1G  cents. 

The  other  stone  roads  as  built  by  the  county  are  made  by  spreading  the 
broken  stone  of  various  sizes,  large  and  small  being  mixed  together,  over 
the  road  where  it  is  compacted  by  the  traffic,  so  that  no  good  roads  have 
resulted  from  this  treatment.  In  every  instance  possible  the  dirt  road  is 
preferred  to  the  stone  road  except  during  wet  weather.  The  county  uses 
one-half  its  appropriation  each  year  in  macadamizing,  which  costs  from 
$1000.00  to  $1500.00  per  mile  according  to  the  price  paid  for  the  stone. 
Quartzitic  rocks  are  principally  used  and  these  are  very  difficult  to  com- 
pact so  as  to  form  a  smooth  surface  under  even  the  most  favorable  circum- 
stances. There  has  been  very  little  grading  done. 

The  width  between  fences  on  different  roads  and  different  parts  of  the 
same  road  varies  from  25  to  30  feet.  The  required  width  for  new  roads  is 
30  feet.  On  the  turnpikes  the  width  is  30  to  50  feet. 

The  turnpikes  operated  in  Montgomery  county  are: 

Name.                                                   "Piked."  Tolls  Collected. 

Union  Turnpike.                          District  of  Columbia  to  District  of  Columbia  to 

Brookville.  Brookville. 

Olney    to    Ashton,    and  Olney    to    Ashton,    and 

from    Sandy    Springs  from    Sandy    Springs 

to  Glenmont  P.  O.  to  Glenmont  P.  0. 

Washington,    Colesville            Sligo  to  Ashton.  Sligo  to  Ashton. 
and  Ashton  Turnpike. 

Georgetown   and   Rock-  Rockville  to  District  of  No  tolls, 

ville  Turnpike.  Columbia. 

There  are  290  road  supervisors  in  the  county  whose  pay  ranges  from  $1.10 
to  $2.00  according  to  the  number  of  laborers  they  superintend,  the  average 
pay  being  $1.50.  The  number  of  men  generally  employed  by  a  supervisor 
is  5,  each  of  these  receiving  $1.10  per  day  for  from  5  to  7  days  each  year. 

The  road-machinery  owned  by  the  county  consists  of  15  road-scapers  of 
various  makes,  1  stone-crusher  and  a  3y8-ton  horse-roller.  The  road-ma- 
chines cost  $200.00  each,  the  crusher  $700.00,  and  the  roller  $300.00;  making 
a  total  cost  of  $4000.00.  The  cost  for  repairs  is  about  $100.00  a  year. 

Over  three-fourths  of  the  wagons  are  provided  with  tires  over  3%  inches 
in  width. 

Trap-rocks,  granites,  gneisses,  and  sandstones  comprise  the  road-ma- 
terials of  the  county  and  are  especially  well  distributed  throughout  the 
eastern  and  central  portions.  In  the  extreme  western  part  there  is  a  nar- 
row band  of  trap-rock  in  a  wide  area  of  sandstones  and  sandy  shales.  Es- 
pecially good  material  is  found  in  the  region  about  Hunting  Hill.  The  map 
on  Plate  XXV  shows  the  general  distribution  of  the  rocks  throughout  the 
county. 

The  following  table  gives  the  amount  spent  upon  roads  since  1892.  No 
figures  for  years  earlier  than  this  date  can  be  obtained  from  the  office  of 
the  County  Commissioners: 


THE    PRESENT    CONDITION    OF    MARYLAND    HIGHWAYS 


MONTGOMERY   COUNTY. 


Year. 

1892.  .  . 

Total  amount  levied 
for  roads  and  bridges. 

$23,044.57 

Amount  spent 
for 
bridges. 

$2,667.88 

Amount  spent 
for 
new  roads. 

$3,881.94 

Amount  spent 
for 
stone  roads. 

$1,786.25 

Amount  spent 
for 
road-repairs. 

$14,708.50 

1893.  .  . 

28,798.30 

2,793.34 

6,097.28 

3,128.62 

16,779.06 

1894.  .. 

22,051.23 

2,633.88 

1,264.77 

4,388.37 

13,764.21 

1  895  ... 

22,590.00 

3,258.44 

899.25 

4,368.61 

14,063.70 

1896..  . 

21,363.38 

4,0.76.35 

438.38 

5,016.85 

11,832.80 

1897..  . 

23,196.76 

3,478.37 

529.84 

6,090.39 

13,098.16 

1898.  .  . 

22,873.54 

4,264.13 

1,253.54 

7,167.69 

10,188.18 

$232,917.781 

In  addition  to  the  amount  shown  in  the  above  table  it  is  estimated  that 
$96,000.00  have  been  paid  in  tolls  during  the  last  ten  years,  making  the  total 
cost  to  the  people  of  the  maintenance  of  the  public  roads  and  turnpikes 
approximately  $328,900.00,  exclusive  of  private  contributions. 

PRINCE  GEORGE'S  COUNTY. 

There  are  530  miles  of  road  in  Prince  George's  county,  or  1.10  miles  per 
.square  mile.  There  are  about  50  miles  of  gravel  road  and  in  addition  there 
are  numerous  pieces  of  corduroy  road  and  short  sections  built  of  slag.  The 
main  roads  are  shown  on  the  map  on  Plate  XXVI  and  have  a  mileage  of  73 
miles,  or  15  per  cent  of  the  total.  There  are  no  toll-roads. 

The  surface  is  much  gullied  and  worn  by  the  action  of  the  storm-water 
and  the  opening  of  small  ravines  which  are  constantly  forming  compels 
the  farmer  to  apply  various  devices  to  preserve  his  roads  and  fields  from 
destruction. 

The  roads  have  generally  been  located  so  as  to  avoid  stream-crossings  and 
where  these  are  not  encountered  few  or  no  excessive  grades  exist.  At  the 
stream-crossings  steep  grades  averaging  10  per  cent  are  always  found.  On 
the  road  from  Silver  Hill  to  Allentown  there  are  two  stream-crossings 
where  the  grades  on  the  banks  measure  from  9  to  10  per  cent. 

The  road  from  Marlboro  to  Washington  was  formerly  a  toll-road.  It 
was  graded  to  some  extent  and  then  surfaced  with  gravel  which  has  now 
become  compacted  into  a  firm,  hard  roadway.  This  road  is  12  miles  long 
and  is  the  longest  piece  of  gravel  road  in  the  state.  The  roads  about  Suit- 
land  have  been  gravelled  and  are  among  the  best  gravel  roads  in  the  state. 
On  the  Washington  and  Baltimore  road  between  Beltsville  and  College  there 
are  about  2  miles  of  corduroy  road  constructed  at  a  cost  of  $750.00,  $500.00 
of  which  were  appropriated  by  the  county,  the  remainder  being  subscribed 
by  people  in  the  vicinity  of  the  road. 

One  of  the  best  improvements  made  by  the  county  was  the  extension  of 
Central  Avenue,  necessitating  the  building  of  2  miles  of  new  road,  thereby 
forming  a  direct  route  from  Hall's  Station  to  Washington.  This  is  also  the 
direct  road  between  Annapolis  and  Washington.  A  dirt  road  has  been 
made  in  which  a  special  feature  is  the  extensive  amount  of  grading  on  the 
westerly  portion  where  embankments  10  to  12  feet  high  have  been  built. 

1  Estimated  total  for  past  ten  years. 


MARYLAND   GEOLOGICAL  SURVEY 


VOLUME  III.  PLATE  XXVI 


MAIN   COUNTY   ROADS 

TOLL-ROADS 

ABANDONED  TOLL-ROADS  " 


ROADS  AND  ROAD  MATERIALS. 


A.Hc.rn  «•  Co.  l.itli.  l 


MARYLAND    GEOLOGICAL    SURVEY  245 

The  larger  portion  of  the  road,  however,  still  requires  much  grading  to 
put  it  in  good  shape.  The  heavy  grading  necessary  on  the  western  portion 
took  most  of  the  funds,  leaving  only  enough  to  clear  and  shape  the  easterly 
portion.  This  piece  of  work  cost  in  the  neighborhood  of  $5000.00,  about  one- 
half  of  which  was  paid  for  land  damages. 

But  very  little  tile  drain  has  been  laid,  $300.00  covering  the  cost  of  all 
such  work  which  has  been  done  so  far.  Where  drains  have  been  put  in 
they  are  usually  made  of  planks.  The  required  width  between  the  fences 
on  new  roads  is  30  feet. 

Repairs  to  the  roads  are  in  charge  of  35  supervisors  who  are  appointed  in 
the  different  districts  some  having  but  1  while  others  have  3.  The  super- 
visors generally  work  5  men,  in  which  case  they  receive  $1.50;  otherwise 
$1.00  per  day.  The  laborers  receive  $1.00  per  day.  About  50  days  each 
jrear  are  spent  by  the  supervisors  upon  the  road,  or  as  much  time  as  may 
be  necessary  to  work  out  their  appropriation. 

The  county  owns  3  road-machines  which  cost  about  $550.00. 

Wide  tires  are  not  in  general  use  though  a  number  of  farmers  have  or- 
dered them  on  their  new  wagons,  while  others  have  replaced  their  old  tires 
with  wider  ones. 

The  principal  road  material  in  the  county  is  gravel,  a  good  quality  of 
which  is  found  widely  distributed.  Care  should  be  taken  not  to  use  that 
which  is  mixed  with  a  very  large  proportion  of  either  sand  or  clay. 

There  is  no  rock  in  the  county  which  is  available  and  suitable  for  a  road- 
metal.  At  Muirkirk,  however,  there  is  a  large  quantity  of  slag  which  has 
been  used  to  a  limited  extent  on  the  roads  in  that  vicinity.  Much  of  this 
slag  makes  a  fairly  good  road-metal,  though  some  of  it  is  too  brittle  to 
form  a  good  road-surface.  It  would  answer  well  as  a  foundation  course 
with  either  gravel  or  a  crushed  stone  surfacing.  Gravel  is  well  distributed 
over  nearly  all  of  the  county. 

The  following  table  shows  the  amount  expended  upon  the  roads  since 
1890;  no  records  can  be  obtained  from  the  County  Commissioner's  office  for 
years  previous  to  this  date.  Assuming  that  the  same  average  amount  was 
spent  from  1888  to  1891,  the  total  amount  spent  for  roads  and  bridges  in 
the 'past  ten  years  is  $190,000.00,  $20,000.00  of  which  was  spent  for  bridges. 
Repairs  to  the  roads  proper  have  cost,  therefore,  $170,000.00. 

PRIXCK  GEORGE'S  COUNTY. 


Year. 
1891  

Total  amount  levied 
for  roads  and  bridges. 

$19,000.00 

Amount  spent 
for  bridges. 

$2,000.00 

Amount  spent 
for  road-repairs. 

$17,000.00 

1892  

19,000.00 

2,000.00 

17,000.00 

1893  

19,000.00 

2,000.00 

•       17,000.00 

1894 

19,000  00 

2,000.00 

17,000.00 

1895  

19,000.00 

2,000.00 

17,000.00 

1896  

19,000.00 

2,000.00 

17,000.00 

1897  

19,000.00 

2,000.00 

17,000.00 

1898  

•  19,000.00 

2,000.00 

17,000.00 

16 


$190,000.00' 
1  Estimated  total  for  ten  years. 


246  THE    PRESENT    CONDITION    OF    MARYLAND    HIGHWAYS 

Upper  Marlboro  receives  for  road  repairs  $300.00;  Laurel  10  per  cent  of 
the  tax  paid  by  the  corporation;  Hyattsville,  Takoma  Park  and  Bladens- 
burg,  $86.00  yearly. 

QUEEN  ANNE'S  COUNTY. 

The  total  mileage  of  roads  in  Queen  Anne's  county  is  563  miles,  or  1.60 
miles  per  square  mile  of  area.  There  are  555  miles  of  dirt  road  and  8  miles 
of  shell  road.  On  the  map  on  Plate  XXVI  are  shown  the  main  thorough- 
fares of  the  county  which  measure  about  70  miles  or  12  per  cent  of  the  total 
mileage.  The  road  from  Chestertown  to  Stevensville  has  the  largest  amount 
of  travel.  There  are  no  toll-roads. 

The  eastern  part  of  Queen  Anne's  county  around  Church  Hill,  Centreville, 
and  Wye  Mills  is  more  hilly  than  other  sections  of  the  county  and  the 
greater  part  of  the  Eastern  Shore.  On  the  south  bank  of  the  Chester  river 
is  a  level  stretch  of  very  sandy  country  extending  one  or  two  miles  from  the 
river  bank.  There  are  also  other  small  areas  of  very  sandy  soil  but  the 
larger  portion  is  a  mixture  of  sand  and  clay. 

On  the  road  traversing  the  section  between  Church  Hill  and  Wye  Mills 
are  a  number  of  8  or  9  per  cent  grades  from  100  to  200  feet  long  where  the 
ditches  have  been  considerably  eroded  by  storm-water.  Oyster-shells  have 
been  spread  on  the  roadway  to  prevent  further  washing  away. 

Level  sandy  roads  receive  few  or  no  repairs,  but  roads  through  the  stiffer 
clay  soil  are  shaped  with  a  road-machine.  The  distance  between  fences 
varies  from  20  to  -40  feet,  being  generally  about  30  feet.  The  required  width 
between  fences  on  new  roads  is  33  feet,  or  is  3  feet  more  than  is  provided 
by  the  laws  of  the  other  counties.  The  width  of  the  traveled  way  ranges 
from  a  single-track  sandy  road  6  or  8  feet  wide  to  one  15  or  20  feet  in  width 
on  the  level  sections  ov^r  a  firmer  soil,  the  wider  sections  being  near  the 
towns. 

A  considerable  amount  of  tile  drain  has  been  laid,  the  total  cost  of  which 
for  the  last  three  years  is  $3700.00.  The  repairs  are  done  both  by  day 
labor  and  contract.  Where  a  section  of  road  was  to  be  scraped  good  re- 
sults were  obtained  by  the  contract  system.  Where  the  repairs  were  of 
such  a  nature  as  to  require  but  small  amounts  of  work  here  and  there  the 
day  labor  was  better. 

The  repairs  are  made  under  the  supervision  of  32  supervisors  who  are 
paid  at  the  rate  of  $1.00  per  day.  Laborers  are  hired  by  them  at  the  same 
rate.  All  the  regular  work  upon  the  roads  is  done  between  April  1st  and 
October  1st.  There  are  10  road-machines  owned  by  the  county  which  cost 
from  $150.00  to  $235.00  a  piece,  the  total  cost  being  $2005.00.  It  costs  about 
$120.00  a  year  to  keep  this  machinery  in  repair. 

There  are  very  few  wide  tires  on  the  farm  wagons,  the  majority  being 
2  to  2y2  inches  wide. 

The  only  road-metal  immediately  available  is  oyster-shells. 

The  following  table  shows  the  amounts  spent  upon  the  roads  for  the  last 
10  years  according  to  figures  obtained  from  the  office  of  the  County  Com- 
missioners: 


MARYLAND    GEOLOGICAL    SURVEY 


247 


QUEEN  ANNE'S  COUNTY. 


Year. 

1889   . 

Total  amount  levied 
for  roads  and 
bridges. 

$16,000.00 

Amount 
spent  for 
bridges. 

$5,550.00 

Amount 
gpnnt  for 
new  roads. 

$    609.00 

Amount 
spent  for 
shell  roads. 

$1,000.00 

Amount 
spent  for 
road-repairs. 

$8,841.00 

1890.. 
1891.  . 

.  ...    15,000.00 
.  .  .  .    IS  000  00 

4,127.00 
2  886  00 

1,278.00 
2  020  00 

950.00 
1  068  00 

8,645.00 
7  026  00 

1892.. 

15,000.00 

4,175.00 

624  .  00 

854  .  00 

9,347.00 

1893. 

15,000  00 

4,300  00 

400  00 

10,300.00 

1894.  . 

14,000.00 

4,138.00 

200.00 

1,600.00 

8,062.00 

1895.. 

.    ..    13,300.00 

7,191.00 

592.00 

2,429.  17 

3,087.83 

1896.. 

16,100.00 

5,386.00 

28.00 

945.00 

9,741.00 

1897.  . 

15,000.00 

5,071.03 

360  00 

5,094.21 

4,474.76 

1898  .  . 

.  ..      21,100  00 

4  000  00 

5  000  00 

12  100  00 

$153,500.00  $46,824.03 


$6,111.00 


$18,940.38  $81,624.59 


ST.  MARY'S  COUNTY. 

In  St.  Mary's  county  there  are  535  miles  of  roads,  or  1.49  miles  of  road 
per  square  mile  of  area.  505  miles  are  dirt  road,  25  miles  gravel  road,  and 
5  miles  shell  road.  The  main  roads  of  the  county  shown  upon  the  map  on 
Plate  XXV  are  85  miles  in  length  or  16  per  cent  of  the  total  mileage.  The 
most  important  of  these  is  the  Three  Notch  Koad  which  extends  from 
Mechanicstown  to  Point  Lookout.  There  are  no  toll-roads  in  the  county. 

The  general  level  of  the  surface,  which  is  about  140  feet  above  tide-water, 
is  interrupted  in  all  directions  by  the  deep  gullies  that  have  been  worn  by 
the  numerous  streams.  Near  their  mouths  these  valleys  are  about  100  feet 
deep  and  from  1%  to  2  miles  broad  according  to  the  volume  of  the  stream 
which  formed  them.  Two  miles  back  from  tide-water,  erosion  has  taken 
place  to  a  depth  of  60  feet  leaving  level  tongues  of  land  between  the  val- 
leys extending  parallel  to  the  streams.  The  main  road  is  on  the  watershed 
between  the  Patuxent  and  the  Potomac  rivers  extending  the  entire  length 
of  the  county.  From  this  stem-road  numerous  others  branch  off  along  the 
watersheds  between  the  streams  flowing  into  the  Patuxent  or  Potomac  as 
the  case  may  be.  The  effect  of  this  topography  upon  the  roads  is  marked. 
The  Three  Notch  Eoad  which  keeps  up  on  the  main  divide  has  no  heavy 
grades  and  there  are  very  many  stretches  that  are  nearly  level,  a  very  favor- 
able condition  for  maintaining  a  good  road.  Branching  from  this  main 
stem  are  roads  leading  to  numerous  points  upon  the  shore.  These  follow 
for  the  first  few  miles  one  of  the  divides  separating  the  small  streams  but 
they  extend  only  a  short  distance  before  they  are  obliged  to  leave  the  higher 
level  and  cross  one  or  more  streams.  It  is  here  that  one  finds  steep  grades 
on  which  the  roads  are  invariably  cut  far  below  the  general  level.  In  some 
instances  the  roadway  is  so  washed  by  the  storm-waters  that  it  can  no 
longer  be  used  and  the  travel  has  been  obliged  to  turn  to  one  side  and  seek 
a  new  way  for  itself.  As  nearly  all  traffic  begins  or  ends  at  some  wharf 
or  landing,  except  in  the  immediate  vicinity  of  Mechanicstown  where  con- 
nection is  made  with  the  railroad,  it  is  necessary  to  pull  over  sections  of 
road  which  are  bad  at  all  times.  In  the  spring  when  softened  by  thawing 


248  THE    PRESENT    CONDITION    OF    MARYLAND    HIGHWAYS 

they  are  deep  with  sticky  clay  and  practically  impassable.  There  are  very 
few  sandy  sections;  the  soil  being  generally  clay  or  clay  mixed  with  sand. 

The  repairs  to  the  roads  consist  of  ploughing  ditches  at  the  side,  throwing 
the  material  to  the  center  of  the  road  and  shaping  with  scoops  and  shovels. 
Gravel  is  spread  on  some  sections  of  the  road,  and  in  the  vicinity  of  the 
landings  there  are  short  strips  of  road  surfaced  with  shell.  On  the  hills  a 
constant  effort  is  required  to  prevent  the  total  destruction  of  the  roadway 
by  the  encroachment  of  the  ditches  which  become  deeper  and  wider  with 
every  storm.  Stakes  are  driven  into  the  banks  of  the  ditches,  bushes  and 
small  trees  are  interwoven  to  uphold  the  bank,  and  sometimes  small  trees 
are  thrown  into  the  ditch  itself.  The  latter  is  of  doubtful  advantage,  for 
as  soon  as  there  is  a  small  space  between  the  bottom  of  the  ditch  and  the 
branches  of  the  tree  the  effect  will  be  to  produce  more  intense  scouring 
owing  to  the  increased  velocity  of  the  water.  Tile  drain  is  used  to  some 
extent,  $600.00  having  been  spent  on  this  work  in  the  last  three  years. 

The  repairs  to  the  roads  are  under  the  immediate  direction  of  17  super- 
visors who  are  paid  $1.12  per  day  while  employed  upon  road-work.  Under 
them  are  two  to  four  laborers  who  receive  90  cents  per  day.  About  70  days 
each  year  are  spent  upon  the  road.  The  county  owns  scoops,  ploughs,  and 
smaller  tools  which  cost  in  all  $250.00.  About  $25.00  a  year  are  spent  in 
repairs.  There  are  wide  tires  on  few  or  no  farm  wagons. 

The  road-material  in  the  county  consists  of  gravel.  There  is  no  stone  of 
any  kind.  The  gravel  is  well  distributed,  as  seen  upon  the  map,  but  this 
is  generally  overlain  by  a  layer  of  clay  soil  to  a  depth  averaging  about  10 
feet.  Thus  the  points  at  which  these  gravels  become  practically  available 
are  on  the  hillsides  where  the  top  layer  of  clay  has  been  washed  away.  Good 
exposures  of  gravel  are  seen  on  the  road  just  east  of  Leonardtown  where 
the  overlying  earth  is  about  15  feet  thick.  Gravel  has  been  used  from  this 
point  upon  the  roads  and  has  formed  a  hard,  smooth  surface.  Upon  many 
of  the  other  roads  similarly  situated  may  be  found  exposures  of  gravel 
which  is  available  for  the  roads  in  the  immediate  vicinity.  With  a  road- 
bed previously  well  shaped,  6  to  8  inches  of  these  gravels  thoroughly  rolled 
will  form  roads  well  adapted  to  a  moderate  amount  of  traffic. 

During  the  past  10  years  there  has  been  levied  $5000.00  a  year  for  roads 
and  bridges;  and  in  addition  to  this  there  has  been  appropriated  annually 
$250.00  to  cover  additional  expenses,  making  a  total  for  the  10  years  of 
$52,500.00.  No  figures  can  be  obtained  at  the  office  of  the  County  Commis- 
sioners showing  what  portion  of  this  amount  has  been  spent  on  bridges, 
new  roads,  etc. 

ST.  MARY'S  COUNTY. 

Total  amount  levied  for  Total  amount  levied  for 

Year.  roads  and  bridges.  Year.  roads  and  bridges. 

1889 $5,250.00  1894 $5,250.00 

1890 5,250.00  1895 5,250.00 

1891 5,250.00  1896 5,250.00 

1892 5,250.00  1897 5,250.00 

1893 .  ..  5,250.00  1898 5,250.00 

$52,500.00 


MARYLAND   GEOLOGICAL   SURVEY 

MAIN   COUNTY   ROADS 

TOLL-ROADS 

ABANDONED  TOLL- ROADS 


VOLUME  III,  PLATE  XXVII 


GRAVELS,  SANDS  AND  OLAYS 


GRAVELS    AND    IRON    BEARING    SANDS 

CLAYS    AND    UNCONSOLIDATED    SANDS  I     Ns      I 


MARLS    OCCUR    AS    BEDS    AND  LEDGES  AT 
OUS 

AND  TERTIARY   FORMATIONS.      NOT  REP- 
RESENTED   ON  THE  MAP. 


ROADS  AND  ROAD  MATERIALS. 


.VI!.,.-.,*.  („  Lil!..li.-illm»,rv. 


MARYLAND    GEOLOGICAL    SURVEY 


249 


SOMERSET  COUNTY. 

There  are  495  miles  of  roads  in  Somerset  county,  or  an  average  of  1.36 
miles  of  highway  for  each  square  mile  of  area.  Of  these  roads  465  miles 
are  of  dirt  and  30  miles  are  of  shell.  The  main  thoroughfares  are  shown 
upon  the  map  on  Plate  XXVII  and  have  a  mileage  of  50  miles  or  10  per  cent 
of  the  total.  All  of  these  highways  are  free  as  there  are  no  toll-roads  in 
the  county. 

The  surface  of  the  country  is  generally  flat  and  the  soil  over  which  the 
roads  run  is  a  mixture  of  sand  and  clay  which  in  places  becomes  exceedingly 
sandy.  Up  to  the  present  about  5000  feet  of  tile  drain  have  been  laid  re- 
placing some  of  the  wooden  drains  and  culverts.  The  application  of  shells 
to  the  surface  of  the  roads  is  the  best  method  of  improvement  so  far  \itilized 
although  it  is  foiind  that  the  shell  roads  require  constant  attention  and  that 
where  the  travel  is  heavy  they  cut  through  within  two  years  so  that  they 
must  then  be  reslielled.  On  account  of  the  location  of  the  roads  near  shell- 
piles  or  navigable  water,  the  cost  of  shelling  is  not  excessive,  averaging 
about  $350.00  per  mile  where  the  shells  are  spread  over  a  surface  12  to  14 
feet  in  width  at  the  rate  of  35,000  bushels  to  the  mile. 

The  repairs  of  the  roads  as  above  described  are  made  under  the  charge 
of  33  supervisors  who  receive  $2.00  per  day.  In  addition  to  the  supervisors 
there  are  usually  employed  about  150  laborers  who  are  paid  $1.00  a  day. 
The  supervisors  and  laborers  work  on  an  average  about  50  days  each 
year.  The  county  owns  1  road-machine  that  cost  $235.00,  and  is  kept  in 
repair  at  the  annual  expense  of  $20.00.  Not  over  1  per  cent  of  the  wagons 
have  tires  over  3%  inches  wide  and  it  is  very  exceptional  to  find  them  on 
new  wagons. 

With  the  exception  of  oyster-shells  there  is  no  local  material  available 
for  the  improvement  of  the  roads. 

The  following  table  shows  the  amounts  spent  on  the  roads  during  thf 
past  10  years,  according  to  figures  obtained  from  the  office  of  the  County 
Commissioners : 

SOMERSET  COUNTY. 


Year. 

1889.  . 

Total  amount  levied 
for  roads  and 
bridges. 

$6,900   00' 

Amount 
spent  for 
bridges. 

$1,850   001 

Amount 
spent  for 
new  roads. 

$500.001 

Amount 
spent  for 
shell  roada. 

$600  OQi 

Amount 
spent  for 
road-repairs. 

$3  950   OQi 

1890.  . 

7,100.00! 

1,700.00' 

350.00' 

975  001 

4  075  001 

1891.  . 

6,900.00' 

1,800.001 

400.00' 

1,100.001 

3,600   OOi 

1892.. 

7,000.001 

1,500.001 

400.00' 

1,000.001 

4,100.001 

1893.. 

8,700.001 

1,800.001 

200.001 

1,300.001 

5,400  OOi 

1894.  . 

9,000.001 

2,000.001 

800.001 

1,100.001 

5,600.001 

1895.  . 

10,150.00 

3,100.00 

150.00 

1,500.00 

5,400  00 

1896.  . 

12,101.00 

3,000.00 

75.00 

2,975.00 

6,051  .  00 

1897   . 

8,299.00 

1,500.00 

100.00 

2,500.00 

4,199.00 

1898.  . 

13,586  00 

1,200.00 

300.00 

7,312.00 

4,774.00 

$89,736.00 


$19,450.00  $2,775.00          $20,362.00 


$47,149.00 


1  These  amounts  are  not  actual  but  are  estimated  by  averaging,  as  no  data 
in  the  county  offices  give  the  exact  cost. 


250  THE    PRESENT    CONDITION    OF    MARYLAND    HIGHWAYS 

TALBOT  COUNTY. 

There  are  400  miles  of  roads  in  Talbot  county,  or  an  average  of  1.40  miles 
per  square  mile  of  area.  There  are  380  miles  of  dirt  road  and  20  miles  of 
shell  road.  The  main  roads,  among  which  the  most  traveled  is  the  one 
from  Easton  toward  St.  Michaels,  are  shown  upon  the  map  on  Plate  XXVII 
and  measure  about  44  miles  or  11  per  cent  of  the  total  mileage.  There 
are  no  toll-roads. 

Talbot  county  is  better  provided  with  facilities  for  transportation  by 
water  than  any  other  county  in  the  state  as  no  farm  is  over  5  miles  from  a 
landing. 

The  topography  of  the  county  is  generally  flat  with  the  features  char- 
acteristic of  the  Eastern  Shore,  excepting  that  as  in  Queen  Anne's  county, 
there  are,  perhaps,  more  pronounced  undulations  of  the  surface  than  in 
the  other  counties  of  the  Eastern  Shore.  These  give  rise  to  considerably 
longer,  though  not  steeper,  grades  on  many  of  the  roads. 

The  road  from  Easton  toward  St.  Michaels  is  through  a  very  level  section 
and  over  a  stiff  light-colored  clay  soil.  Nearly  the  whole  distance  has  been 
shelled  and  is  now  in  excellent  condition.  Near  Easton  the  shells  have  been 
put  on  20  feet  wide;  but  on  the  other  portions  of  the  road  they  are  only 
from  10  to  12  feet  wide.  From  Easton  to  Skipton  there  is  a  sand  and  clay 
road  on  which  are  encountered  a  number  of  8  to  10  per  cent  grades  where 
the  streams  are  crossed.  Most  of  the  other  roads  out  from  Easton  have 
been  shelled  for  'a  few  miles  and  make  smooth,  comfortable  highways.  The 
majority  of  the  dirt  roads  have  been  shaped  with  a  road-machine  for  a 
width  of  12  to  15  feet. 

Tile  drains  with  the  ends  protected  by  brick  masonry,  similar  to  the  con- 
struction adopted  in  Kent  county,  are  replacing  the  wooden  drains.  There 
have  been  spent  on  this  class  of  work  in  the  last  three  years,  $1650.00. 

Repairs  to  the  roads  are  in  charge  of  5  district  superintendents  and  64 
supervisors.  The  5  superintendents  together  receive  $900.00,  each  one  being 
paid  according  to  the  mileage  under  his  care.  The  supervisors  receive  $1.00 
per  day.  In  addition  some  40  laborers  are  hired  who  are  paid  $1.00  per  day. 
The  county  owns  6  road-machines,  2  wheel-scoops,  and  6  drag-scoops,  the 
total  cost  of  which  was  $1300.00.  It  costs  about  $35.00  a  year  to  keep  this 
machinery  in  repair.  Very  few  farmers  of  the  county  have  adopted  wide 
tires  for  their  wagons,  the  usual  width  being  2  to  %y2  inches. 

The  only  gravel  on  the  lower  Eastern  Shore  whose  occurrence  is  such  as 
to  warrant  its  use  as  a  road-material  is  in  Talbot  county.  The  gravel-bed 
which  occurs  along  Washington  street,  on  the  northerly  side  of  Easton, 
as  a  layer  about  2  feet  thick,  would  serve  well  for  a  road-material,  especially 
for  a  sandy  road.  This  bed  of  gravel  is  overlain  by  2  or  3  feet  of  sand 
with  more  or  less  gravel  mixed  through  it  which  would  have  first  to  be 
removed  before  reaching  the  good  gravel.  Heretofore  it  has  not  been  used 
upon  the  roads  on  account  of  its  limited  occurrence.  Oyster-shells  and 
marl  have  been  used  for  surfacing. 

Part  of  the  road  between  Easton  and  Trappe  has  been  covered  with  marl 
which  apparently  affords  nearly  as  good  a  surface  as  is  obtained  with 
oyster-shells.  While  there  is  evidence  that  the  marl  beds  are  of  consid- 
erable extent  the  points  at  which  the  marl  is  available  are  few. 


MARYLAND    GEOLOGICAL    SURVEY 


251 


The  following  table  gives  the  amount  expended  upon  the  roads  and 
bridges  for  the  past  10  years.  These  figures  were  obtained  from  the  office 
of  the  County  Commissioners: 


TALBOT   COUNTY. 


Tear. 
1889  

Total  amount  levied 
for  roads  and 
bridges. 

..  $11,200.00 

Amount 
spent  for 
bridges. 

$1,834.10 

Amount 
spent  lor 
new  roads. 

$1,965.34 

Amount 
spent  for 
shell  roads. 

Amount 
spent  for 
road-repairs. 

$7  400  56 

1890  

.  .      14,687  50 

2  460  35 

4  400  00 

$1  036  00 

6  791   15 

1891  

..      13,137.50 

2  437  00 

2,150  00 

1,124  56 

7  425  94 

1892  

14  762  50 

8  837  00 

1  968  00 

1  336  42 

8  121   08 

1898  

.  .      16,262.50 

4,287.00 

1,440.00 

1,460.38 

9  075  12 

1894  

.  .      16,320.00 

4,800.00 

1,506.00 

1,635.60 

8  378  40 

1895.  .  .  . 

.  .      16  270  00 

2  870  00 

505  00 

1  724  40 

11  170  60 

1896  

.  .      14,270.00 

8,282.53 

1,890.30 

9  097  17 

1897    .  .  . 
1898  

.      14,050.00 
.  .      15,810.00 

3,963.42 
4,667.68 

52.00 

2,150.00 
1,654  30 

7,936.58 
9  436  02 

$146,770.00  $83,939.08  $13,986.34        $14,011.96 


WASHINGTON  COUNTY. 


$84,832.62 


There  are  799  miles  of  road  in  Washington  county,  or  1.84  miles  of  high- 
way on  an  average  to  each  square  mile  of  area.  There  are  672  miles  of 
dirt  road  and  127  miles  of  stone  road.  There  are  104  miles  of  toll-road. 

"  Piked." 

Frederick  Co.  line  to 
Boonsboro. 

Boonsboro  to  Sharps- 
burg. 

Downsville  to  Sharps- 
burg  Turnpike. 

Gapland  to  top  of  moun- 
tain. 

Hagerstown  to  Sharps- 
burg. 

Hagerstown  to  the  state 
line. 

Hagerstown    to  Allega- 


Name. 
Baltimore  and  Frederick- 

town  Turnpike. 
Boonsboro  and   Sharps- 

burg  Turnpike. 
Downsville  and  Hagers- 

town Turnpike. 
Gapland  Turnpike. 


to 
Sharps- 
Sharps- 


Hagerstown  and  Sharps- 

burg  Turnpike. 
Hagerstown  and  Waynes- 

boro  Turnpike. 
Hagerstown   and   Cono- 

cocheague  Turnpike. 
Hagerstown  and  Middle- 

burg  Turnpike. 
Hagerstown  and  Smiths- 

burg  Turnpike. 
Hagerstown    and   Cross 

Roads  Turnpike. 
Marsh  Run  Turnpike. 

Williamsport  and  Green- 

castle  Turnpike. 
Beaver  Creek  Turnpike. 

National  Turnpike. 


Hagerstown  to  Middle- 
burg. 

Hagerstown  to  Smiths- 
burg. 

Hagerstown  toCearfoss. 

Waynesboro  Turnpike 
to  the  state  line. 

Williamsport  to  the 
state  line. 

Funkstown  to  Smoke- 
town. 

Hagerstown  to  Boons- 
boro. 


Tolls  Collected. 
Frederick    Co.     line 

Boonsboro. 
Boonsboro    to 

burg. 
Downsville    to 

burg  Turnpike. 
Gapland  to  top  of  moun- 

tain. 
Hagerstown   to  Sharps- 

burg. 
Hagerstown  to  the  state 

line. 
Hagerstown  to  Conoco- 

cheague  river. 
Hagerstown  to    Middle- 

burg. 
Hagerstown  to  Smitlis- 

burg. 
Hagerstown  to  Cearfoss. 

Waynesboro      Turnpike 

to  the  state  line. 
Williamsport      to      the 

state  line. 
Funkstown    to    Smoke- 

town. 
Hagerstown    to   Boons- 

boro. 


252  THE    PRESENT    CONDITION    OF    MARYLAND    HIGHWAYS 

With  the  exception  of  one  or  two  towns  in  the  southern  part  of  the  county 
there  is  no  town  or  village  which  is  not  connected  with  Hagerstown  by 
turnpikes.  These  taken  ^together  form  the  most  complete  system  of  stone 
roads  to  be  found  in  any  county  in  the  state. 

The  main  roads  of  the  county  are  shown  on  the  map  on  Plate  XXVIII  and 
have  a  mileage  of  137  miles,  or  17  per  cent  of  the  total. 

Washington  county,  extending  as  it  does  across  the  trend  of  the  ridges  of 
the  state  for  over  40  miles,  possesses  widely  differing  surface  conditions  for 
the  construction  of  roads.  On  the  western  and  extreme  eastern  sides  of  the 
county  the  surface  is  rugged  and  hilly,  requiring  considerable  care  in  loca- 
tion to  avoid  steep  grades.  In  the  center  is  the  Hagerstown  valley,  a  con- 
tinuation of  the  Shenandoah  valley  of  Virginia,  with  a  rolling  surface  that 
offers  no  especial  obstacles  to  the  construction  of  highways.  The  most  im- 
portant highways  through  the  county  are  or  have  been  the  turnpikes,  nearly 
all  of  which  have  been  constructed  with  some  sort  of  a  telford  foundation. 
The  road-beds  are  usually  14  feet  wide  and  consist  of  a  lower  course  of  8- 
inch  stone  over  which  is  spread  a  layer  of  1%-inch  stone  to  a  depth  of  6 
inches  in  the  center,  falling  away  to  3  inches  on  the  side.  Over  the  broken 
stone  is  spread  a^thin  layer  of  stone  dust.  Roads  constructed  in  this  man- 
ner according  to  figures  obtained  from  the  County  Commissioner's  office, 
cost  $1,500  a  mile  to  place  upon  the  road.  The  cost  of  grading  is  not  in- 
cluded in  this  estimate. 

Many  of  the  turnpikes  of  the  county  have  been  built  with  little  regard  to 
the  grading.  For  example,  the  turnpike  between  Sharpsburg  and  Boons- 
boro  has  many  grades  as  high  as  10  per  cent.  The  Baltimore-Cumberland 
road  is  better  in  this  respect  and  serves  as  the  main  thoroughfare  for  the 
county.  From  the  Frederick  county  line  to  the  Conococheague  river  this 
is  a  toll-road  but  west  of  the  latter  point  no  toll  is  collected  as  the  road  is 
maintained  by  the  county.  Since  there  is  comparatively  little  travel  along 
the  western  part  of  this  road  it  is  not  kept  in  very  good  repair  and  large 
foundation  stones  show  in  many  places  through  the  surface  formed  by 
throwing  on  dirt  and  shale.  The  old  road-bed  is  about  30  feet  wide  which 
is  wider  than  the  present  traffic  requires. 

Although  the  turnpikes  of  Washington  county  are  better  than  the  aver- 
age for  the  state  they  are  still  far  short  of  what  they  might  be  if  proper 
care  was  exercised  in  the  selection,  preparation,  and  application  of  the 
limestone  used  on  the  roads.  It  seems  to  be  the  custom  to  use  the  more 
weathered  fragments  of  limestone  found  in  the  fields  in  preference  to  the 
harder  stone  from  the  quarries,  because  it  is  easier  to  break;  one  man  being 
able  to  break  into  2-inch  pieces  about  three  perch  of  this  softer  rock  a  day. 
While  this  weathered  grade  is  cheaper  in  its  initial  application  it  does  not 
last  as  long  and  renders  the  roads  more  dusty  in  dry  weather. 

Nearly  all  of  the  material  used  on  the  road  is  broken  by  hand.  The  view 
reproduced  in  Plate  XIII,  Figure  2,  which  was  taken  on  the  Sharpsburg- 
Boonsboro  turnpike,  shows  a  man  at  work  breaking  the  stone  which  is 
piled  at  one  side  ready  to  be  measured.  The  hammer  used  in  this  work 
has  a  circular  head,  fitted  at  the  center  with  a  handle  12  inches  in  length, 
and  weighs  about  2  pounds. 

The  method  of  repair  is  also  open  to  improvement.  At  present  it  is  cus- 
tomary to  wait  until  the  top  layer  of  stone  is  nearly  worn  away  when  a 


MARYLAND    GEOLOGICAL    SURVEY  253 

new  surfacing  about  3  inches  in  thickness  is  given  of  broken  stone  varying 
in  size  from  iy2  to  4  inches  according  to  the  care  which  has  been  taken  in 
breaking  it.  A  covering  of  loose  stone  placed  in  this  manner  upon  the 
road  is  very  objectionable  to  drivers  of  light  vehicles  and  is  avoided  as  far 
as  possible  by  the  teamsters  who  use  the  dirt  road  at  the  side  during  dry 
weather.  The  loose  stones  gradually  become  compacted,  beginning  on  the 
side  nearest  the  dirt  road,  with  the  result  that  a  cross-section  of  a  road  when 
it  is  entirely  hardened  is  not  uniform,  the  highest  part  being  at  one  side. 
It  oftentimes  happens,  also,  that  the  dirt  road  is  first  on  one  side  and  then 
on  the  other  so  that  in  crossing  from  one  to  the  other  the  vehicles  compact 
the  stone  in  a  direction  diagonal  to  the  trend  of  the  road  producing  a 
warped  appearance  of  the  road-surface.  Finally  when  the  travel  has  spread 
evenly  over  the  road  the  wear  compacts  the  mass  of  limestone  and  binds 
the  loosened  stones  together  into  a  smooth  surface.  The  rate  at  which  this 
is  done  depends  upon  the  amount  of  traffic  and  the  hardness  of  the  stone 
used. 

The  width  of  the  traveled  portion  of  the  road  varies  with  the  amount  of 
traffic.  In  the  vicinity  of  Hagerstown  where  the  travel  is  greatest  the  av- 
erage width  of  the  traveled  way  is  about  17  feet.  The  distance  between 
the  fences  varies  from  30  to  40  feet.  Along  the  Williamsport  turnpike  on 
which  there  are  electric-car  tracks  the  width  between  the  fences  is  60  feet 
while  the  traveled  way  averages  about  18  feet.  The  traveled  way  of  the 
Baltimore-Cumberland  road  is  about  20  feet. 

A  considerable  number  of  pieces  of  stone  road  have  been  built  by  the  co- 
operation of  the  county  and  the  farmers  living  in  the  vicinity  of  the  road. 
The  farmers  haul  the  stone  from  their  land  free  of  charge.  The  county 
breaks  the  stone  and  places  it  upon  the  road.  The  cost  for  broken  stone, 
broken  by  hand,  is  28  cents  per  cubic  yard. 

Repairs  to  the  county  roads,  in  addition  to  putting  on  broken  stone,  con- 
sist in  opening  drains  at  the  sides,  filling  up  mud  holes,  and  making  break- 
ers. In  this  work  the  road-machine  is  used  but  very  little.  Some  of  the 
small  wooden  bridges  have  been  replaced  by  steel  beam-bridges  with  wooden 
flooring. 

Instructions  issued  to  the  supervisors  require  that  work  shall  be  done  as 
early  in  the  spring  as  practicable,  and  that  at  least  three-fourths  of  the 
appropriation  must  be  spent  before  July  1st,  the  remainder  before  Novem- 
ber loth. 

There  are  273  road  supervisors  in  the  county,  who  employ  as  assistants 
from  1  to  3  men  each,  according  to  the  amount  of  the  appropriation  allowed 
them.  If  the  appropriation  exceeds  $10.00  they  must  employ  not  less  than 
3  men.  The  pay  of  the  supervisors  is  $1.25  per  day  when  employed  upon 
the  roads,  that  of  the  other  men  is  $1.00  per  day.  An  average  of  $20.00 
per  mile  is  allowed  for  repairs. 

The  road-machinery  owned  by  the  county  consists  of  1  rock-crusher,  1 
road-machine,  and  1  scoop-scraper,  the  total  cost  of  which  was  about  $750.00. 
It  is  estimated  that  about  one-half  of  the  wagons  have  wide  tires,  those 
having  narrow  tires  are  the  older. 

The  great  mass  of  the  road-material  is  limestone  which  occurs  in  great 
variety  and  covers  over  two-thirds  of  the  county.  The  best  of  this  stone 


254 


THE    PRESENT    CONDITION    OF    MARYLAND    HIGHWAYS 


makes  an  admirable  road-surfacing,  one  or  two  varieties  having  a  dura- 
bility equal  to  many  of  the  trap-rocks  and  also  possessing  the  advantage 
of  compacting  readily.  The  limestones  showing  these  high  wearing  quali- 
ties have  the  drawback  of  being  light-colored.  The  softer  limestones  which 
compact  readily  are  not  very  well  adapted  to  heavy  traveled  roads.  The 
map  on  Plate  XXVIII  shows  the  general  location  of  the  different  rocks  in 
the  county. 

The  following  table  shows  the  expenditures  for  roads  and  bridges  for  the 
last  ten  years.  The  figures  were  obtained  from  the  office  of  the  County 
Commissioners : 

WASHINGTON  COUNTY. 

Total  amount  levied 
Tear.  for  roads  and  bridges. 

1889 $35,541.56 

1890 21,604.43 

1891 15,298.97 

1892 11,544.52 

1893 17,701.17 

1894 18,696.18 

1895 16,654.72 

1896 16,904.92 

1897 17,299.11 

1898 18,182.92 


$189,428,50 


$19,829.95 
8,077.10 
2,869.44 
537.97 
3,641.60 
2,331.07 
3,524.38 
3,640.69 
4,807.08 
4,150.60 

$53,409.88 


Amount  spent 
for  new  roads. 

Amount  spent 
for  road-repairs. 

$1,742.86 

$13,968.75 

210.80 

15,316.53 

12,429.53 

530.65 

10,475.90 

750.00 

13,309.57 

595  .  00 

15,770.11 

75.00 

13,055.34 

13,264.23 

12,492.03 

14,032.32 

$3,904.31 


$132,114.31 


In  addition  to  the  amount  shown  in  the  above  table  it  is  estimated  that 
$193,000.00  have  been  paid  in  tolls  during  the  last  ten  years,  making  the  total 
cost  to  the  people  of  the  maintenance  of  the  public  roads  and  turnpikes 
approximately  $382,400.00,  exclusive  of  private  contributions. 


WICOMICO  COUNTY. 

In  Wicomico  county  there  are  605  miles  of  road,  or  1.64  miles  of  high- 
way for  each  square  mile  of  territory.  With  the  exception  of  10  miles  of 
shell  road  about  Salisbury,  all  of  the  roads  of  the  county  are  of  dirt  built 
over  a  sandy  or  sandy  clay  soil.  The  main  thoroughfares  of  the  county  are 
shown  on  the  map  on  Plate  XXVII  and  aggregate  a  mileage  of  54  miles  or  9 
per  cent  of  the  total  for  the  county.  No  toll-roads  have  ever  been  con- 
structed. 

The  general  surface  of  the  area  is  flat  and  offers  no  obstructions  to  road 
location  except  those  due  to  the  swampy  areas. 

The  best  roads  in  the  county  are  situated  in  the  vicinity  of  Salisbury 
where  ten  miles  of  excellent  shell  road  have  been  constructed  by  the  com- 
bined action  of  the  county  authorities  and  the  people  adjacent  to  the  road. 
In  some  instances  the  farmers  have  hauled  the  shells  from  the  wharf  free 
of  charge  while  in  others  they  have  raised  by  subscription  a  portion  of  the 
expense,  the  county  appropriating  the  rest.  In  the  construction  of  these 
roads  much  has  been  due  to  the  interest  of  a  few  men  who  have  devoted 
their  time  without  salary  to  their  supervision.  An  unusual  feature  in  this 
'work  was  the  care  applied  to  straightening  and  grading  the  location  of  the 


MARYLAND  GEOLOGICAL  SURVEY 


VOLUME  III, 


OF  THE 

wm  OF 

*/CULTU**, 


IB  i§§  @ 


SANDS  AND  CLAYS 

CLAYS  AND  UMCON8OLIDATCO  SANDS 


PET"! 


ROADS  AND  ROAD  MATERIALS. 


MARYLAND    GEOLOGICAL    SURVEY  255 

road  before  surfacing  it.  The  substitution  of  tile  drains  for  the  old  wooden 
ones  has  been  made  in  many  portions  of  the  county. 

There  are  31  supervisors  who  receive  $1.25  for  every  day  they  work  upon 
the  roads.  The  law  provides  that  every  able-bodied  male  citizen  between 
21  and  55  years  of  age  shall  work  two  days  each  year  upon  the  county  roads 
under  the  direction  of  the  road-supervisor  or  pay  $1.00  for  each  day.  Where 
laborers  are  hired  to  take  the  place  of  those  who  do  not  work  upon  the 
roads  they  are  paid  $1.00  per  day.  The  supervisors  average  about  fifty  days 
a  year  on  road-work. 

The  road-machinery  owned  by  the  county  consists  of  ploughs,  drag-  and 
wheel-scoops  and  1  road-machine,  the  total  cost  of  which  was  $500.00.  Re- 
pairs to  this  machinery  cost  about  $25.00  a  year. 

There  are  no  wide  tires  on  any  of  the  farm  wagons,  nor  are  the  farmers 
disposed  to  order  them  on  new  ones. 

Oyster-shells  are  the  only  material  at  hand  for  surfacing  the  roads. 

From  the  office  of  the  County  Commissioners  it  was  possible  to  obtain 
records  of  the  amounts  expended  for  roads  only  as  far  back  as  1896.  The 
following  table  gives  the  amount  spent  on  the  roads  and  bridges  for  the 
past  three  years: 

WICOMICO  COUNTY. 


Tear. 
1896.. 

Total  amount  levied 
for  roads  and 
bridges. 

$2,600.00 

Amount 
spent  for 
bridges. 

$    440.00 

Amount 
spent  for 
new  roads. 

$230.00 

Amount 
spent  for 
shell  roads. 

$  300.00 

Amount 
spent  for 
road-repairs. 

$1,630  00 

1897.  . 

3,525.00 

1,113.00 

510.00 

900.00 

1,002.00 

1898.  . 

3,425  00 

200  00 

400  00 

1,000  00 

1  825  OQ 

$27,750.00' 


WORCESTER  COUNTY. 


In  Worcester  county  there  are  GOO  miles  of  road  or  1.26  miles  per  square 
mile  of  area.  The  length  of  main  roads  as  shown  on  the  map  on  Plate 
XXVIII  is  58  miles  or  10  per  cent  of  the  total  mileage.  There  are  no  toll- 
roads. 

All  the  roads  in  the  county  are  dirt  roads,  the  majority  of  which  are 
over  a  clay  soil  with  a  varying  proportion  of  sand  mixed  with  it;  a  few, 
however,  are  through  a  very  sandy  soil.  The  surface  of  the  entire  county 
is  very  flat,  and  consequently  the  roads  are  without  heavy  grades. 

In  the  spring  the  ditches  are  opened  and  cleaned,  the  material  generally 
being  thrown  in  the  center  of  the  road  where  it  remains  for  the  travel  to 
wear  it  down.  Oyster-shells  are  used  to  fill  up  low  places  in  the  roads  near 
some  of  the  landings,  but  little  is  done  to  the  lever,  sandy  stretches.  These 
could  be  much  improved  for  travel  during  the  dry  seasons  of  the  year  by 
mixing  clay  with  the  road-bed  and  then  thoroughly  rolling.  There  are  no 
available  road-materials  within  the  county. 

There  are  17  supervisors  in  general  charge  of  the  roads  who  receive  $1.50 
u  day  for  about  40  days  in  each  year.  In  addition  to  the  supervisors  every 
male  citizen  over  21  years  of  age  is  required  to  work  2  days,  free  of  charge, 

1  Estimated  total  for  ten  years. 


256  THE    PRESENT    CONDITION    OF    MARYLAND    HIGHWAYS 

upon  the  roads  or  in  default  is  required  to  pay*75  cents  for  each  day.  In 
case  laborers  are  hired  to  work  upon  the  roads,  they  receive  a  per  diem  of 
75  cents. 

The  county  has  recently  bought  a  road-scraper,  ditch-plough,  and  horse- 
roller,  the  total  cost  of  which  was  $600.00.  Few,  if  any,  of  the  farm  wagons 
of  the  county  have  wide  tires,  3  inches  being  the  widest  on  any  of  the 
wagons. 

Oyster-shells  form  the  only  road-material  in  the  county,  but  these  are  not 
used  to  any  great  extent  owing  to  their  cost. 

The  amount  spent  upon  the  roads  since  1894  is  given  in  the  following 
table.  The  figures  were  obtained  from  the  office  of  the  County  Commis- 
sioners. The  records  for  the  years  previous  to  1894  were  destroyed  by  fire. 
No  separate  account  has  been  kept  of  the  cost  of  road  work  of  different 
kinds  but  it  is  estimated,  however,  that  the  amount  spent  on  new  roads 
has  averaged  approximately  $150.00  a  year: 

WORCESTER   COUNTY. 

Total  amount  levied  for     Amount  spent  for 
Year.  roads  and  bridges.  new  roads. 

1894 ...$1,500.00  $150.00 

1895 1,500.00  150.00 

1896 2,000.00  150.00 

1897 3,000.00  150.00 

1898 3,000.00  150.00 


$18,500.001 
SUMMAHY. 

The  main  facts  connected  with  the  maintenance  of  the  roads  in 
the  different  counties  are  summarized  in  the  following  tables. 
The  first  two  of  these  give  the  amounts  expended  on  the  roads  and 
bridges,  the  third  the  facts  concerning  the  administration  and  ma- 
chinery by  which  the  work  is  carried  on.  In  the  first  table  the  list 
of  expenditures  for  the  roads  is  not  as  complete  as  desired,  owing  to 
the  methods  of  keeping  the  accounts  in  vogue  in  the  different  offices, 
but  it  has  been  possible  to  obtain  the  separate  amounts  spent  on 
bridges,  new  roads,  road-repairs,  etc.,  in  eleven  of  the  counties.  For 
this  reason  no  totals  are  given  except  for  the  first  column.  Also  some 
of  the  county  records  do  not  go  back  as  far  as  1889 — the  beginning  of 
the  ten-year  period  used  for  study — in  which  cases  the  amounts  have 
been  estimated  as  nearly  as  possible  and  this  fact  indicated  in  the 
table  by  an  asterisk.  The  actual  figures  which  were  obtained  from 
the  county  offices  may  be  found  in  the  reports  on  the  individual 
counties. 

1  Estimated  total  for  ten  years. 


MARYLAND    GEOLOGICAL    SURVEY  257 

The  amount  shown  for  Baltimore  county,  as  has  been  previously 
mentioned,  shows  more  than  has  been  expended  upon  the  county 
roads  proper,  as  it  includes  the  maintenance  of  village  streets.  The 
small  amount  spent  upon  the  roads  of  Wicomico  and  Worcester  coun- 
ties is  in  part  explained  by  the  fact  that  only  small  sums  are  expended 
for  labor,  as  every  male  citizen  is  obliged  to  work  upon  the  roads  or 
pay  for  a  substitute. 

In  the  second  table  the  total  amount  paid  in  the  state  for  the  main- 
tenance of  the  public  roads  is  shown  for  each  of  the  ten  years.  There 
is  also  shown  the  estimated  amount  paid  in  the  state  for  the  main- 
tenance of  the  toll-roads  which,  together  with  that  paid  for  the  public 
roads,  gives  an  estimated  total  of  the  cost  of  the  present  road-system, 
so  far  as  this  can  be  shown  by  reliable  figures.  In  regard  to  the 
amount  of  tolls  paid  it  should  be  noted  that  records  for  only  four 
years,  1894-1898,  were  accessible.  The  estimate  of  the  total  for  the 
ten-year  period  was  made  from  an  average  of  these  four  years.1 

In  the  third  table  the  column  headed  "  Mileage  of  roads  main- 
tained by  the  county,"  is  repeated  from  the  table  on  page  191.  The 
stone,  shell,  and  gravel  roads  have  been  summed  up  for  each  county 
but  do  not  include  turnpikes  which  are  maintained  by  private  cor- 
porations, though  in  some  instances  they  do  include  sections  of  turn- 
pikes which  were  built  by  the  companies  but  which  at  present  are  main- 
tained by  the  counties.  This  is  true  of  Allegany,  Garrett  and  Wash- 
ington counties,  where  40  miles  in  the  first,  22  in  the  second  and  23 
miles  of  the  stone  road  in  the  third  are  the  portion  of  the  old  Na- 
tional Road  within  those  counties.  The  mileage  of  improved  roads 
in  Baltimore,  Carroll,  and  Prince  George's  counties  also  includes  a 
number  of  miles  which  were  originally  built  by  private  corporations. 
In  the  instance  of  Washington  county,  which  has  built  no  stone  roads, 
it  should  be  remembered  that  nearly  every  important  county  road  and 
all  leading  into  Hagerstown,  are  turnpikes,  and  among  the  best  in  the 
state,  so  that  there  has  not  been  as  much  need  felt  for  the  construction 
of  stone  roads  at  public  expense  as  in  most  of  the  other  counties.  A 

1  See  further  on  page  440. 


258 


THE    PRESENT    CONDITION    OF    MARYLAND    HIGHWAYS 


condition  very  similar  to  that  around  Hagerstown  exists  in  the  vicinity 
of  Frederick  where  the  principal  roads  are  toll-roads. 

The  list  of  machinery  contains  all  that  is  owned  by  the  counties, 
but  does  not  include  that  owned  by  the  cities.  The  Department  of 
Parks  of  Baltimore  owns  one  11-ton  steam-roller  and  three  3-ton  horse- 
rollers,  the  total  cost  of  which  was  $4,900.  The  city  also  owns  two 
stone-crushers,  but  does  not  operate  them.  Cumberland  owns  one 
crusher  and  one  horse-roller,  the  cost  of  which  was  not  ascertained. 
Westminster  owns  one  steam-roller  which  cost  $2,700.  With  these 
additions,  the  approximate  total  value  of  the  road-machinery  owned 
by  the  counties  and  cities  of  the  state  is  $56,000. 

TABLE  SHOWING  THE  AMOUNTS  LEVIED  BY  THE  COUNTIES  FOR  ROADS  AND 
BRIDGES  FOR  THE  TEN  YEARS,   1889-1898  INCLUSIVE. 


To 

t>] 

Allegany  ! 

tal  amount  levied 
for  roads  and 
ridges  in  the  last 
10  years. 

I    269,042.00 
311,121.23' 
1,226,681.36 
45,650.00 
172,088.49 
68,000.00 
192,989.09 
76,500.00 
107,134.00 
308,817.40 
113,414.05 
309,050.00 
134,901.00' 
198,205.60 
232,917.78' 
190,000.001 
153,500.00 
52,500.00 
89,736.00 
146,770.00 
189,428.50 
27,750.001 
18,500.001 

Amount  spent 
for 
bridges. 

$  60,000.00 

Amount  spent 
Amount  spent       for  stone, 
for                   gravel  or 
new  roads.         shell  roads. 

$  8,000.00       $  5,000.00 

Amount  spent 
for 
repairs. 

$196,042.00 

Anne  Arundel.  . 
Baltimore  

Calvert   . 

• 

Carroll  

18,438.00 

125,837.51 

Caroline  

Cecil  

Charles 

Dorchester  .... 
Frederick   
Garrett  

62,819.93 
16,159.32 
7,200.00 
52,520.00 
13,075.19 

13,436.94          3,000.00 
6,508.99          

229,560.53 
90,745.74 
301,850.00 
74,762.00 
172,263.13 

Harford    

Howard     

7,619.00          

Kent  

12,867.28          

Montgomery  .  .  . 
Prince  George's. 
Queen  Anne's.  . 
St.  Mary's  
Somerset  

46,824.03 

6,111.00        18,940.38 

81,624.59 

19,450.00 
33,939.08 
53,409.88 

2,775.00        20,362.00 
13,986.34        14,011.96 
3,  904  .  31           

47,149.00 
84,832.62 
132,114.31 

Talbot  

Washington  .  .  . 
Wicomico  
Worcester  

Total  for  state  .$4,634,696.50 


1  Estimated  total. 


MARYLAND    GEOLOGICAL    SURVEY 


259 


It  is  seen  that  there  are  but  four  steam-rollers  in  the  state,  and  only 
two  of  these,  those  owned  by  Baltimore  county,  have  been  used  to 
any  extent  upon  the  county  roads.  As  the  modern  macadam  road 
cannot  be  properly  constructed  without  the  use  of  heavy  rollers,  one 
of  the  first  acts  for  road-improvement  is  the  purchase  of  such  ma- 
chinery. A  good  illustration  of  the  close  connection  between  the 
improvement  of  the  roads  and  the  use  of  road-rollers  is  found  in  the 
rapid  increase  in  the  number  of  steam-rollers  during  the  past  five 
years  in  the  state  of  Massachusetts.  In  1894,  about  the  time  the 
State  Highway  Commission  first  began  work  there,  there  were  25 
rollers  in  the  state,  while  at  present,  1899,  there  are  152,  representing 
an  investment  of  more  than  half  a  million  of  dollars. 

TABLE   SHOWING   ANNUAL   COST    OF   PRESENT   ROAD-SYSTEM  FOR   THE   TEN 
YEARS  FROM  1889  TO  1898  INCLUSIVE. 


Total  amount  paid  In 
taxes  lor  public  roads 

and  bridges. 
Year.  Public  roads,  18,986  miles. 

1889 $394,772.96 

1890 406,838.64 

1891 355,413.64 

1892 497,267.38 

1893 501,856.84 

1894 ; 510,081.63 

1895 492,315.57 

1896 486,689.49 

1897 476,010.65 

1898 513,449.70 


Total  amount  paid  In 
tolls  to  Turnpike 

Companies. 
Toll-roads,  497  miles. 


Annual  average 

estimated  from  tolls 

paid  1895-1898, 

$140,000.00. 


Combined  total  paid 

in  taxes  and  tolls 

for  the  present 

road-system. 


Average  for 

ten  years  about 

$600,000.00 

annually. 


Totals $4,634,696.50 


$1,400,000.00 


$6,034,696.50' 


The  table  given  on  page  261  includes  a  list .  of  the  turn- 
pikes in  the  state  in  actual  operation  at  the  present  time,  together 
with  the  mileage,  counties  traversed,  and  principal  office.  The  mile- 
age controlled  by  those  turnpike  companies  who  made  no  returns  was 
scaled  from  the  best  maps  available  and  the  result  in  each  case  sent 
to  the  turnpike  company  in  question  for  verification.  An  asterisk 
is  placed  opposite  the  figures  remaining  unverified. 


1  In  addition  to  this  amount  considerable  sums  are  raised  by  private  con- 
tributions which  cannot  be  reliably  estimated. 


260 


THE    PRESENT    CONDITION    OF    MARYLAND    HIGHWAYS 


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MARYLAND    GEOLOGICAL    SURVEY 


261 


LIST  OF  TURNPIKES  IN  MARYLAND. 


Name. 


Adamstown  Turnpike. 
Back  River  Neck  Turnpike. 

Baltimore  and   Fredericktown 
Turnpike. 

Baltimore  and  Harford  Turn- 

pike. 
Baltimore   and   Liberty   Turn- 

pike. 
Baltimore  and  Jerusalem  Turn- 

pike. 
Baltimore     and     Reisterstown 

Turnpike. 
Baltimore  and  Yorktown  Turn- 

pike. 
Beaver  Creek  and  South  Moun- 

tain  Turnpike. 
Bel  Air  Turnpike  of  Harford 

County. 
Boonsboro     and      Sharpsburg 

Turnpike. 

Buckeystown  Turnpike. 
Charles  St.  Ave.  Turnpike. 
Downsville    and     Hagerstown 

Turnpike. 
Dulaney    Valley  and    Towson-  '. 

town  Turnpike. 
Dulaney  Valley  and  Sweet  Air 

Turnpike. 
Ellicott   City   and   Clarksville 

Turnpike. 
Falls  Turnpike. 
Franklin  Turnpike. 
Frederick  and  Ballinger  Creek 

Turnpike. 
Frederick    and    Catoctin    Mt. 

Turnpike. 
Frederick     and     Emmitsburg 

Turnpike. 
Frederick  and  Jefferson  Turn- 

pike. 
Frederick  and  Monocacy  Turn- 

pike. 
Frederick    and    Opossumtown 

Turnpike. 
Frederick       and      Woodsboro 

Turnpike. 


Mileage. 

Cou 
traversed. 

Main  Office. 

3.5 

7.0 

Washington. 
Baltimore. 

Adamstown,  Md. 
Baltimore,  Md. 

1 

1 

57.0 
23.0 

C  Baltimore, 
Howard, 
•I  Carroll, 
|  Frederick, 
(^  Washington. 
(  Baltimore, 
(  Harford. 

Baltimore,  Md. 
Baltimore,  Md. 

[ 

16.0 

Baltimore. 

Baltimore,  Md. 

1 

16.0 

Baltimore. 

Baltimore,  Md. 

} 

48.0 

f  Baltimore, 
l_  Carroll. 

Baltimore,  Md. 

'} 

31.0 

Baltimore. 

Baltimore,  Md. 

\ 

6.0 

Washington. 

Beaver  Creek,  Md. 

•[ 

2.5 

Harford. 

Bel  Air,  Md. 

;] 

5.5 

Washington. 

Shepardstown,  Md. 

7.0  ' 
4.5 

Frederick. 
Baltimore. 

Buckeystown,  Md. 
Baltimore,  Md. 

l| 

6.9 

Washington. 

Downsville,  Md. 

1 

rl 

4.0 
4.6 

Baltimore. 
Baltimore. 

Dulaney  Valley,  Md. 
Dulaney  Valley,  Md. 

!  ) 

10.0 

Howard. 

Ellicott  City,  Md. 

5.0 

Baltimore. 

Baltimore,  Md. 

3.5* 

Baltimore. 

Baltimore,  Md. 

\ 

2.0* 

Frederick. 

Frederick,  Md. 

'} 

6.0 

Frederick. 

Frederick,  Md. 

j 

21.5 

Frederick. 

Frederick,  Md. 

'} 

7.9 

Frederick. 

Frederick,  Md. 

"| 

2.4 

Frederick. 

Frederick,  Md. 

'1 

3.0 

Frederick. 

Frederick,  Md. 

3i 

3.3 

Frederick. 

Frederick,  Md. 

*  Mileage  obtained  from  maps,  not  verified  by  the  turnpike  companies. 
17 


262 


THE    PRESENT    CONDITION    Oft    MARYLAND    HIGHWAYS 


Gapland  Turnpike  of  Washing-  ) 

ton  County.  J 

Hagerstown        and        Conoco-  } 

cheague  Turnpike.  ) 

Hagerstown    and    Cross-Roads  ) 

Turnpike.  ) 

Hagerstown    and    Middleburg  ) 

Turnpike.  ) 

Hagerstown    and    Sharpsburg  ) 

Turnpike.  ) 

Hagerstown     and     Smithburg 

Turnpike. 
Hagerstown   and    Waynesboro  ) 

Turnpike.  J 

Jarrettsville  Turnpike. 
Liberty    and    Frederick    Turn-  ) 

pike.  ^ 

Liberty     and     New     Windsor  ) 

Turnpike.  J 

Liberty  and  Pipe  Creek  Turn-  ) 

pike.  f 

Marsh  Run  Turnpike 
Monocacy    and    Urbana  Turn- 
pike. 

National  Turnpike. 
Triadelphia  Turnpike. 
Union  Turnpike  Co. 
Washington  Turnpike. 
Washington,     Colesville     and 

Ashton  Turnpike. 
Western  Run  Turnpike. 
Westminster       and       Meadow 

Branch  Turnpike. 
Williamsport  and  Greencastle 

Turnpike. 
Williamsport  and  Hagerstown 

Turnpike. 
Woodsboro  and  Creagerstown  ) 

Turnpike.  J- 

Woodsboro    and   Double    Pipe  } 

Creek  Turnpike.  J 

Woodsboro       and      Frederick  } 

Turnpike.  J 

Total, 


Mileage. 

Counties 
traversed. 

Main  Office. 

1.3 

Washington. 

Gapland,  Md. 

7.5 

Washington. 

Hagerstown,  Md. 

4.5 

Washington. 

Hagerstown,  Md. 

5.1 

Washington. 

Hagerstown,  Md. 

12.0 

Washington. 

Hagerstown,  Md. 

9.0 

Washington. 

Smithburg,  Md. 

10.0 

Washington. 

Leitersburg,  Md. 

8.0* 

Baltimore. 

Jacksonville,  Md. 

9.0 

Frederick. 

Ceresville  Mills,  Md. 

6.0 

(  Carroll, 
(Frederick. 

New  Windsor,  Md. 

10.4 

Frederick. 

Johnsville,  Md. 

3.5 

Washington. 

Wingertown,  Pa. 

7.0 

Frederick. 

Frederick,  Md. 

11.6* 

Washington. 

Hagerstown,  Md. 

5.0 

Howard. 

Triadelphia,  Md, 

25.0 

Montgomery. 

Olney,  Md. 

2.8 

Frederick. 

Frederick,  Md. 

12.5 

Montgomery. 

Burnt  Mills,  Md. 

6.0 

Baltimore. 

Western  Run,  Md. 

2.0 

Carroll. 

Meadow  Branch,  Md. 

8.2 

Washington. 

Williamsport,  Md. 

6.0 

Washington. 

Williamsport,  Md. 

4.0 

Frederick. 

Woodsboro,  Md. 

5.5 

Frederick. 

New  Midway,  Md. 

8.0 

Frederick. 

Ceresville  Mills,  Md. 

497.0 
Mileage  obtained  from  maps,  not  verified  by  the  turnpike  companies. 


PART  V 


CONSTRUCTION  AND  REPAIR  OF  ROADS 


BY 

ARTHUR  NEWHALL  JOHNSON 


CONSTRUCTION  AND  REPAIR  OF  ROADS 

BY 

ARTHUR  NEWHALL  JOHNSON 


The  following  outline  of  the  construction  and  repair  of  roads  has 
been  written  with  a  special  reference  to  Maryland  roads.  In  a  general 
way  their  needs  are  much  the  same  as  those  of  the  country  roads 
throughout  the  Eastern  States.  The  paving  of  city  streets  and  the 
construction  of  bridges  are  not  treated,  but  the  more  important  fea- 
tures connected  with  the  drainage,  grading  and  surfacing  of  road-beds 
are  given  in  some  detail. 

ROAD  LOCATION. 

The  first  and  one  of  the  most  important  problems  in  the  construc- 
tion of  a  new  road  is  the  determination  of  its  location.  This  part  of 
the  work  is  often  slighted  and  left  to  those  whose  experience  and 
judgment  in  such  matters  do  not  fit  them  to  deal  with  problems  of 
this  character. 

Only  in  new  and  unsettled  sections  of  country  does  the  problem 
arise  of  locating  long  stretches  of  highway.  In  most  of  the  older 
states  routes  already  exist  between  all  of  the  principal  towns  and 
villages.  Most  of  these  roads  were  built  previous  to  and  during  the 
first  part  of  this  century  before  the  advent  of  railroads.  Thus  there 
are  to-day  already  located  intertown  routes.  While  some  of  these 
ways  were  laid  out  with  considerable  engineering  skill,  very  many  of 
them  were  located  with  no  apparent  regard  to  the  topography,  but  run 
straight  across  the  country,  up  and  down  hill.  When  the  location  of  a 
road  is  once  determined  and  farms  and  villages  have  been  estab- 
lished along  the  way,  the  problem  of  improving  such  a  road  reduces 


266  CONSTRUCTION    AND    KEPAIK    OF    BO  ADS 

itself  to  making  the  best  grade  without  departing  any  more  than 
possible  from  the  old  location.  To  relocate  entirely  such  a  road  would 
evidently  be  out  of  the  question,  for  it  would  not  meet  the  needs  of 
the  community  which  it  now  serves. 

Although  the  problem  of  locating  long  sections  of  new  roads  does 
not  often  arise,  that  of  locating  short  sections  is  of  frequent  occur- 
rence. It  may  be  that  the  building  of  a  new  railroad  through  a 
certain  section  will  require  additional  short  pieces  of  road  to  be  built 
from  the  old  highway  to  the  railroad  stations;  or  that  the  changing 
or  establishment  of  a  boat-landing  may  call  for  the  construction  of  a 
short  strip  of  new  road.  It  also  frequently  happens  that  there  are 
portions  of  old  roads  which  can  be  advantageously  relocated  with  a 
view  either  to  shortening  the  distance  or  improving  the  grades.  The 
last  problem  is  the  one  most  often  encountered  in  the  improvement 
of  country  roads. 

It  is  perhaps  well,  however,  to  consider  some  of  the  factors  that 
govern  the  location  of  a  road  which  would  be  applicable  to  either  a 
long  or  a  short  piece.  They  are : 

1.  The  points  between  which  it  is  proposed  to  build  the  road. 

2.  The  topography  of  the  country  to  be  traversed. 

3.  The  adaptability  of  the  different  soils  encountered  for  making 
a  good  road-bed. 

It  is  evident,  with  the  terminals  of  a  road  given,  the  general  direc- 
tion is  thereby  fixed.  If  no  hills  or  streams  or  other  obstructions 
intervene  the  road  would  be  in  a  straight  line,  as  that  would  evi- 
dently give  the  most  economic  location;  but  such  simple  conditions 
seldom  occur.  If  it  is  proposed  to  run  through  a  settled  country 
there  would  most  Ukely  be  objection  to  an  absolutely  straight  line 
owing  to  its  running  through  farms,  where  fields  would  be  divided. 
The  possibility  also  exists  of  its  running  through  some  building. 
These  difficulties  could  be  avoided  by  a  slight  deviation  of  the  road, 
and  the  expense  from  damages  would  be  much  decreased. 

The  most  important  conditions,  however,  are  imposed  by  the  topog- 
raphy of  the  country  traversed.  The  terminals  of  a  proposed  road 
may  be  at  the  same  elevation  while  the  intervening  country,  perhaps, 


MARYLAND    GEOLOGICAL    SURVEY  267 

s  and  falls  many  feet  above  and  below  this  level,  or  one  terminal 
may  be  much  higher  than  the  other.  In  either  case  the  location  of 
the  road  in  a  straight  line  would  most  likely  result  in  grades  far  too 
steep  for  economical  hauling.  It  is  sometimes  necessary,  also,  to 
swerve  the  course  of  a  road  in  order  to  cross  a  stream  at  an  advan- 
tageous point  to  save  the  expense  of  a  costly  bridge. 

AYith  a  given  difference  of  elevation  between  two  points  there  is  a 
minimum  length  of  road  possible  when  a  certain  grade  is  not  to  be 
exceeded.  For  example,  suppose  it  is  found  that  the  difference  in 
elevation  of  two  points  is  one  hundred  feet,  and  a  rise  of  five  feet  for 
every  one  hundred  feet  of  distance,  or  what  is  the  same  thing,  a 
five  per  cent,  grade  is  to  be  the  maximum  grade  allowed.  It  is  evi- 
dent that  the  shortest  distance  in  which  a  hundred-foot  rise  may  be 
gained,  allowing  a  rise  of  five  feet  in  every  hundred,  is  two  thousand 
feet.  If  the  given  points  are  not  two  thousand  feet  apart  it  will  be 
necessary  to  lengthen  the  road  by  taking  a  circuitous  route,  since  this 
must  be  at  least  two  thousand  feet  long.  It  may  be  necessary,  owing 
to  accidents  of  the  topography  of  the  locality,  to  make  a  much  longer 
route,  but  in  the  given  instance  it  may  be  no  less  than  two  thousand 
feet  long.  For  the  same  reason,  if  there  arises  a  question  of  relocat- 
ing a  portion  of  a  road  which  is  already  on  a  steep  grade  over  the  entire 
distance,  no  new  location  should  be  considered  which  shortens  the 
distance,  for  by  so  doing  the  grade  is  increased. 

Should  it  happen  that  two  locations  were  possible  with  about 
equal  advantages  and  disadvantages,  except  that  one  was  over  a  dif- 
ferent soil  from  the  other,  that  location  should  be  taken  which  tra- 
verses the  soil  best  calculated  to  insure  a  good  road-bed.  For 
example,  if  it  were  possible  to  avoid  going  through  a  clay  section 
when  a  more  open  soil  could  be  had  close  at  hand,  much  would  be 
saved  both  in  the  cost  of  construction  and  in  the  subsequent  main- 
tenance by  going  over  the  more  open  soil.  It  is  hardly  necessary  to 
state  that  crossing  soft,  boggy  soil  should  be  avoided  whenever  the 
expense  of  going  around  such  a  place  would  be  no  more  than  for  cross- 
ing it.  If  possible  it  is  always  well  to  locate  a  road  in  the  vicinity  of 
good  road-material,  either  a  suitable  stone  or  gravel,  for  the  proximity 


268  CONSTRUCTION    AND    BEPAIB    OF    ROADS 

of  such  material  lessens  for  all  time  the  cost  of  maintenance  of  the 
road,  and  when  this  point  is  considered  such  a  location  would  be 
warranted  even  at  an  increased  first  cost. 

GRADING. 

Perhaps  the  greatest  improvement  which  can  be  made  in  a  road  is 
to  lessen  the  grades.  To  calculate  exactly  in  dollars  and  cents  the 
saving  that  will  accrue  from  a  particular  improvement  of  this  sort  is 
very  difficult,  as  it  would  necessitate  the  possession  of  more  exact 
statistics  in  each  instance  than  is  ever  available.  For  example,  even  if 
the  amount  of  traffic  over  a  given  road  be  known  it  would  still  be 
hard  to  say  how  much  would  be  saved  in  the  wear  and  tear  to  drivers, 
horses  and  wagons  by  a  decrease  in  the  grades.  But  if  the  considera- 
tion of  such  data  as  can  be  obtained,  the  amount  of  traffic  over  the 
road,  the  time  occupied  in  hauling  over  any  particular  section,  the 
length  of  proposed  road  and  the  cost  of  proposed  improvement,  indi- 
cates a  saving  in  favor  of  the  improvement,  there  can  be  no  doubt  as 
to  the  advantage  derived,  as  it  is  surely  greater  than  the  figures 
express.  The  following  supposed  case  shows  the  method  of  treatment 
of  problems  of  this  sort : 

1  "  Take  for  example  the  elimination  of  a  5  per  cent  grade  1  mile  long 
from  an  earth  road.  The  observations  on  this  grade  show  that  the  daily 
traffic  over  it  is  224  teams,  each  dragging  an  average  load  of  800  pounds, 
equivalent  to  24,000  tons  per  annum;  that  the  time  occupied  in  traversing 
it  is  half  an  hour;  that  the  value  of  a  team's  labor  is  30  cents  per  hour. 
Therefore  the  cost  of  haulage  on  this  grade  is  33-6/10  cents  per  ton-mile,  or 
$8064  per  annum  for  the  total  tonnage  using  it." 

"  From  an  examination  of  the  ground  we  find  that  the  grade  can  be  re- 
duced to  2  per  cent  by  constructing  a  new  piece  of  road  2  miles  long,  and 
that  the  cost  of  the  change  will  be  $18,000." 

"  From  the  resistance  to  traction  opposed  by  the  new  road-surface  plus 
the  effect  of  gravity  we  find  that  a  team  will  haul  a  load  on  the  reduced 
grade,  of  1200  pounds,  and  that  the  time  occupied  in  traveling  the  2  miles 
will  be  1  hour.  Therefore  the  cost  per  ton-mile  will  be  28  cents,  or  $6720 
per  annum,  which  substracted  from  the  original  cost  of  $8064  leaves  $1144; 
which  sum,  with  money  at  6  per  cent,  represents  a  capital  sufficient  to  make 
the  proposed  change." 

"  The  money  loss  caused  by  grades  may  be  approximately  ascertained  as 
follows:  Ascertain  the  cost  of  hauling  a  ton  on  level  portions  of  the  same 

1  From  Byrne's  Highway  Construction,  p.  489. 


MARYLAND    GEOLOGICAL    SURVEY  269 

road  and  on  the  grade;  take  the  difference  and  multiply  it  by  the  annual 
tonnage:  the  product  represents  the  annual  loss.  For  example,  the  cost 
per  ton-mile  on  a  level  is  22.50  cents,  on  a  5  per  cent  grade  33.60  cents;  dif- 
ference, 11.10  cents — loss  per  ton,  or  an  annual  loss  on  a  traffic  of  30,000  tons 
of  $3330,  which  is  the  interest  at  6  per  cent  on  $55,000;  which  sum  the  com- 
munity could  borrow  for  the  purpose  of  reducing  the  grade  to  a  level,  pay 
the  interest  and  be  no  worse  financially,  and  have  a  good  road  besides." 

Greater  appreciation  of  the  hindrance  to  hauling  caused  by  grades 
can  be  gained  from  a  study  of  the  following  tables. 

The  first  table  shows  a  comparison  of  the  amount  that  can  be 
hauled  over  different  grades  and  the  amount  which  it  is  possible  to 
haul  under  similar  conditions  over  a  level  road.  It  is  seen  in  case  of 
an  earth  road  that  .41  as  much  can  be  hauled  on  a  grade  of  5  feet  per 
100  as  on  a  level  earth  road,  and  but  10  per  cent,  as  much  on  a  grade  of 
15  feet  per  100.  Thus,  if  a  horse  can  pull  1,000  pounds  on  a  level 
dirt  road,  on  a  5-foot  grade  he  can  only  pull  410  pounds  and  on  a  15 
per  cent,  grade  but  100  pounds.  \ 

TABLE  SHOWING  THE  RELATION  BETWEEN  LOAD,  GRADE  AND  SURFACE.1 

Grade.  Earth. 

Level..' 1.00 

1:  100 .80 

2:  100 "...  .66 

o:  100 .55 

4:  100 .47 

5:  100 .41 

10:  100 .26 

15:  100 •               .10 

20:  100 .04 

The  second  table  shows  the  equivalent  length  of  level  road  over 
which  the  same  amount  of  energy  will  be  expended  to  haul  a  given 
load  as  would  be  required  on  one  mile  of  road  of  different  grades. 
Thus,  for  example,  the  energy  required  to  haul  a  given  load  one  mile 
on  a  grade  of  1  foot  to  the  100  feet  is  the  same  as  is  required  to  haul 
the  same  load  over  1£  miles  of  level  road,  the  surface  conditions  being 
the  same;  while  for  a  grade  of  10  per  cent,  there  is  required  to  pull 
1  mile  on  this  grade  energy  equivalent  to  that  spent  in  pulling  over 
nearly  6  miles  of  level  road. 

1  From  Byrne's  Highway  Construction,  p.  303. 


Broken  Stone. 

Stone  Blocks. 

Asphalt. 

1.00 

1.00 

1.00 

.66 

.72 

.41 

.50 

.55 

.25 

.40 

.44 

.18 

.33 

.36 

.13 

.29 

.30 

.10 

.16 

.14 

.04 

.05 

.07 

.03 

270  CONSTRUCTION  AND  REPAIR  OF  ROADS 

TABLE  SHOWING  RELATION  BETWEEN  LENGTH  OF  HAUL  AND  GRADE.1 


Kate  of 
grade  feet  per 
100  feet. 

Equivalent  length 
of  level-road 
miles. 

0.0 

1.000 

0.25 

1.121 

0.50 

1.242 

0.75 

1.373 

1 

1.500 

1.25 

1.622 

1.50 

1  .  746 

1.75 

1.871 

2 

2.000 

2.25 

2.120 

Rate  of 
grade  feet  per 
100  feet. 

Equivalent  length 
of  level-road 
miles. 

2.50 

2.244 

2.75 

2.363 

3 

2.484 

4 

2.982 

5 

3.444 

6 

3.986 

7 

4.844 

8 

4.982 

9 

5.480 

10 

5.977 

If  properly  graded,  it  is  no  exaggeration  to  say  that  one-third  of 
the  roads  now  frequently  rendered  impassable  from  washouts  would 
be  nearly  free  from  the  effects  of  such  accidents.  The  wear  to  a 
road-bed  increases  with  the  velocity  of  the  storm-water  flowing  down 
it,  and  the  velocity  depends  primarily  upon  the  grade.  It  is  useless 
to  hope  to  maintain  a  road  on  a  steep  grade  under  ordinary  circum- 
stances. Every  year  special  appropriations  are  made  to  meet  such 
emergencies.  While  it  cannot  be  said  that  there  would  be  no  damage 
to  a  road  from  the  storm-water  even  if  it  were  properly  graded,  it  is 
a  fact  that  the  amount  of  damage  in  a  particular  instance  would  have 
been  much  greater  if  the  grades  had  not  been  reduced. 

The  saving  in  maintenance  of  a  particular  piece  of  road  resulting 
from  improvements  in  the  grades  can  be  at  the  best  only  roughly 
estimated,  but  it  can  be  stated  that  the  maintenance  is  surely  less. 
There  is  thus  an  additional  gain  which  is  not  included  in  the  above 
estimate  of  benefits  resulting  from  the  reduction  of  a  steep  grade. 

Eoads  situated  on  the  side  of  a  hill  or  mountain  are  dangerous  to 
travel,  and  more  so  if  the  outer  slope  be  precipitous.  There  seldom 
occurs  an  instance  of  a  road  thus  located  that  does  not  follow  a  curve, 
which  is  an  additional  source  of  danger  to  vehicles.  In  such  places 
every  precaution  should  be  taken  to  guard  against  accidents.  Money 
so  spent  is  well  invested,  for  besides  the  loss  and  injury  sustained 
by  the  traveler  there  is  an  expense  to  the  community  arising  from 
damages  which  can  very  often  be  collected  where  such  places  are  per- 
mitted to  stand  unprotected. 

1  From  Byrne's  Highway  Construction,  p.  304. 


MARYLAND    GEOLOGICAL    SURVEY  271 

A  generally  convenient  and  cheap  method  of  protecting  roads 
under  these  conditions  is  to  roll  to  the  outer  edge  large  stones,  which 
should  be  at  least  three  feet  high  and  two  feet  thick,  placing  them  2 
or  3  feet  apart.  This  would  allow  water  to  escape  between  them 
while  affording  a  barrier  to  a  frightened  animal.  Another  method  is 
to  form  an  earth  mound  or  sometimes  an  earth  mound  faced  on  the 
outside  by  a  stone  wall.  Where  this  is  done  provision  must  be  made 
by  frequent  openings  through  the  wall  for  proper  drainage.  The 
ordinary  fence  or  guard-rail  is  of  little  real  service  in  such  places,  as 
neither  is  firm  enough  to  withstand  the  shock  of  a  collision  with  a 
runaway  team. 

DRAINAGE. 

Closely  associated  with  the  establishment  of  the  grade  of  a  road 
is  that  of  the  drainage. 

The  local  road-laws  of  the  counties  vary  in  the  powers  given  to 
the  County  Commissioners.  In  some  instances  they  are  permitted 
to  drain  water  from  the  roads  onto  adjacent  property,  taking  care 
that  cultivated  fields  are  not  injured;  in  others,  the  law  absolutely 
prohibits  such  draining  into  private  lands  without  the  consent  of  the 
owner  unless  damages  are  paid.  Thus  the  storm-water  is  frequently 
kept  in  the  road-bed  until  some  water-course  is  crossed.  The  amount 
of  water  actually  falling  upon  the  roadway  is  often  less  than  the 
amount  that  is  collected  from  the  neighboring  slopes.  Where  pro- 
vision is  made  for  intercepting  the  water  from  the  sides  by  ditches 
made  part  of  the  way  up  the  slope  there  is  less  danger  of  the  roadway 
itself  being  seriously  damaged  by  the  storm-water. 

No  embankment  of  any  sort  should  be  allowed  which  keeps  the 
storm-water  in  the  roadway.  Wherever  it  is  necessary  to  dig  a  ditch 
through  adjacent  lands  in  order  to  dispose  of  the  road  drainage,  it 
may  be  just  that  damages  be  allowed  the  landowner.  As  a  rule, 
however,  the  actual  damage  can  be  made  practically  nothing,  or  at 
most  very  little,  provided  a  little  judgment  is  exercised  in  placing 
these  lateral  drains.  The  more  frequent  Ihe  outlets  from  the  road 
of  the  storm-water  the  less  the  volume  which  it  is  necessary  to  carry 
in  the  gutters  and  side-ditches,  and,  consequently,  the  less  the  amount 
of  wear  and  destruction  of  the  road-bed. 


272 


CONSTRUCTION    AND    REPAIR    OF    ROADS 


The  grade  which  the  side-ditches  may  have  and  not  be  seriously 
affected  by  the  wash  of  the  water  carried  in  them  depends  upon  the 
length  of  the  ditch  and  the  character  of  the  soil  through  which  it 
passes.  A  steeper  grade  could  be  allowed  in  a  coarse,  sandy  soil  than 
in  one  of  clay;  for  in  the  first  instance  much  of  the  water  percolates 
through  the  ground  itself.  Unless  very  long,  and,  consequently, 
required  to  carry  a  large  volume  of  water,  a  ditch  in  a  sandy  or 
gravelly  soil  may  have  a  grade  of  from  3  to  4  feet  in  the  100  feet 


FIG.  7 — Laying  side-drain  for  macadam  road  on  state  highway  in  Massachusetts. 

and  suffer  little  from  the  erosive  action  of  the  water.  In  a  clay  soil 
a  ditch  of  the  same  grade  soon  becomes  deeply  worn  and  causes  a 
rapid  destruction  of  the  road-bed. 

Ditches  should  be  far  enough  from  the  roadway  to  allow  room  for 
a  strip  of  brush  or  small  trees  between  the  ditch  and  the  road.  The 
mass  of  roots  forms  an  admirable  protection  against  the  washing  away 
of  the  side  of  the  ditches  towards  the  roadway.  In  such  a  case  the 
sod  should  be  allowed  to  grow  in  the  gutters  and  frequent  openings 
made  from  them  to  the  side-ditches.  It  is  now  generally  the  prac- 
tice, and  a  very  bad  one,  on  most  of  the  country  roads  to  scrape  the 


MARYLAND    GEOLOGICAL    SURVEY 


273 


sod  from  the  gutters  by  means  of  a  road-machine  or  shovels.  This  is 
entirely  wrong,  an  actual  damage  being  done  to  the  road,  for .  it 
exposes  the  soft  earth  below  to  the  direct  action  of  the  water  which 
soon  wears  it  away;  whereas,  on  the  contrary,  if  the  sod  had  been 
allowed  to  remain  the  gutter  would  not  have  been  deepened,  and  the 
formation  of  a  deep  and  dangerous  ditch  at  the  side  would  have  been 
prevented. 

CROSS-DRAINS. 

Whenever  the  road  has  been  raised  above  the  level  of  the  sur- 
rounding surface,  as  in  the  case  whenever  a  fill  has  been  made,  no 
underground  water  will  reach  the  road-bed  to  endanger  its  solidity. 
If  it  is  a  dirt  road  the  rain  falling  upon  the  surface  will  percolate 
through  the  surface  and  soften  it  to  some  extent,  but  the  water  soon 


re< 


FIG.  8. — End  elevation  and  longitudinal  section  of  a  pipe  culvert  under  an 

embankment. 

dries  out,  as  there  is  no  chance  for  it  to  be  confined  to  the  road-bed,  as 
is  the  case  with  those  sections  of  a  road  through  a  cut  where  the  road- 
bed is  below  the  general  level. 

The  drains  constructed  where  fills  have  been  made  are  designed 
merely  to  provide  free  passage  for  the  natural  drainage  of  the  land 
and  to  prevent  the  embankment  from  acting  as  a  dam.  The  size  of 
the  drain  must  therefore  be  large  enough  to  accomplish  this  purpose. 
The  drains  are  located  at  the  lowest  points  of  the  hollows  crossed  by 
the  road,  since  these  are  the  places  where  the  water  collects. 

In  taking  care  of  comparatively  small  quantities  of  water  the 
cheapest  and  best  arrangement  is  the  tile  drain.  If  there  already  exists 
a  small  ditch  or  water  channel  this  is  cleared  out,  care  being  taken 
that  it  is  not  cleared  too  deep  so  that  water  will  remain  stagnant 
in  the  pipe.  If  the  bottom  is  very  soft  the  ditch  should  be  cleared 


274  CONSTRUCTION    AND    REPAIR    OF    ROADS 

somewhat  below  the  grade  to  which  the  pipe  is  to  be  laid  and  refilled 
with  sand  or  gravel.  The  ends  of  the  pipe  should  extend  sufficiently 
beyond  the  embankment  to  avoid  the  possibility  of  any  earth  from 
the  sides  being  washed  down  over  the  ends,  which  should  be  protected 
by  masonry.  The  general  method  is  shown  in  Fig.  8.  Underneath 
the  pipe  at  the  ends  is  laid  either  a  large  flat  stone  or  a  small  amount 
of  cobble  paving,  forming  an  apron  which  extends  beyond  the  pipe. 
Flush  with  the  end  is  laid  a  brick  or  stone  wall  extending  to  such  a 
height  as  will  prevent  any  earth  from  washing  into  the  pipe.  Where 
necessary,  two  pipes  could  be  laid  side  by  side,  forming  a  double-pipe 
culvert. 

In  special  instances  it  might  happen  that  it  would  be  cheaper  to 
lay  up  a  stone  culvert.  Ordinarily,  however,  the  pipe  culvert  will 
be  found  more  economical.  If  a  stone  culvert  is  to  be  built  the  foun- 
dations of  the  side  walls  should  be  laid  sufficiently  deep  to  avoid  any 


FIG.  9.  —  Cross-section  of  road  with  open  side-ditches. 


danger  of  the  water  undermining  them.  The  side  walls  can  be  laid 
dry,  but  the  stones  must  be  placed  carefully  and  the  too  free  use  of 
small  pieces  to  fill  the  crevices  should  be  avoided. 

Where  there  is  but  little  fall  and  the  flow  of  water  is  slow  it  may 
not  be  necessary  to  pave  the  bottom  of  the  culvert  except  a  small 
amount  at  the  ends.  If,  however,  the  soil  is  loose  and  sandy  it 
would  not  be  safe  to  allow  any  of  the  bottom  of  the  culvert  to  remain 
unpaved. 

Aside  from  culverts  run  across  the  road,  no  other  contrivance  is 
necessary  for  the  underdrainage  of  those  portions  of  the  road  which 
are  on  an  embankment;  the  surface-water  will,  if  the  road  be  properly 
shaped,  take  care  of  itself.  Washing  away  of  the  embankment  cr.n 
be  prevented  by  sodding  the  slopes. 

SIDE-DRAINS. 

Portions  of  the  road  which  require  the  most  attention  and  which 
most  readily  become  soft  in  wet  weather  are  those  through  a  cut 


MARYLAND    GEOLOGICAL    SURVEY 


275 


where  the  roadway  is  below  the  surrounding  natural  surface.  In 
such  a  case  the  water  naturally  collects  in  the  roadway,  and  provision 
must  be  made  for  taking  care  of  the  same.  In  order  to  keep  the 
water  from  the  road-bed  there  should  be  deep  ditches  on  each  side  of 
the  road,  so  that  the  roadway  becomes  a  sort  of  embankment  which 
is  underdrained  by  the  side-ditches.  In  many  places  these  ditches  may 
be  left  open.  The  sides  of  the  ditches  should  be  sloping  with  a  slope 
not  steeper  than  1  foot  vertical  to  1^  feet  horizontal.  This  will  pre- 
vent them  from  caving  in  and  filling  up  the  bottom  of  the  ditch. 
Fig.  9  illustrates  this  method. 

If  the  cut  which  it  is  necessary  to  make  is  deep  this  method  requires 
a  large  amount  of  excavation.     It  is  then  cheaper  to  have  "  blind  " 


FIGS.  10  and  11. — Sections  of  lateral  drains  for  under-drainage  of  a  roadbed. 

side-drains.  One  form  of  a  drain  of  this  sort  is  shown  in  Fig.  10.  A 
ditch  is  dug  to  a  depth  of  2  to  3  feet  below  the  center  of  the  road. 
In  the  bottom  is  laid  a  six-inch  tile  drain  surrounded  by  broken 
stone,  the  whole  covered  in  with  dirt.  In  place  of  the  tiling  an  opening 
may  be  left  made  of  large  flat  stones,  Fig.  11.  Such  a  drain  as  this, 
however,  in  some  kinds  of  soil. works  badly,  as  the  water  soon  scours 
out  the  bottom,  undermining  the  stones  which,  falling,  finally  clog 
the  drain.  To  make  such  a  drain  effective  for  all  conditions,  it  would 
be  necessary  to  lay  a  pavement  of  stone  on  the  bottom,  which  will 
generally  make  it  more  expensive  than  a  tile  drain.  All  side-ditches 
should  be  carefully  graded,  and  if  pipes  are  used,  care  should  be  taken 
to  see  that  they  are  laid  to  an  established  grade.  If  a  pipe  drain  is 


276 


CONSTRUCTION    AND    REPAIR    OF    ROADS 


put  in  hap-hazard,  some  sections  will  always  be  found  too  low,  as  is 
shown  in  Fig.  12.  At  the  lowest  point  mud  and  sand  will  collect  and 
reduce  the  full  opening  of  the  pipe.  Another  precaution  to  be  taken 
in  laying  pipe  drains  is  to  have  the  bearing  of  each  section  of  pipe 
where  it  rests  on  the  bottom  of  the  ditch  near  the  ends.  The  work- 
men scoop  out  beneath  the  center  of  the  section  of  pipe  a  small 
amount  of  earth,  thus. securing  the  bearing  of  the  pipe  at  either  end. 
This  will  prevent  any  tendency  to  rock  and  keep  the  different  sec- 
tions in  alignment.  If  the  bearing  of  the  pipe  is  toward  the  middle 
when  the  earth  is  thrown  in,  it  will  very  likely  disturb  that  particular 
section  and  throw  it  out  of  position.  Figure  7  shows  a  side-drain 
in  process  of  construction. 


FIG.  12. — Pipe  drain  badly  laid,  and  the  opening  as  a  consequence  partially  closed. 

SURFACING. 
PREPARATION  OF  THE  FOUNDATION. 

All  of  the  methods  described .  in  the  preceding  pages  may  be 
regarded  as  merely  preliminary  work  in  the  preparation  of  the  road 
for  receiving  a  pavement,  whether  it  be  of  shells,  gravel,  or  broken 
stone.  Before  a  finishing  surface  of  any  material  is  applied  to  a  road 
all  the  preliminary  work  should  be  completed.  The  road  should 
have  been  graded,  drains  provided  and  the  road  made  safe  by  proper 
guard-rails.  With  all  this  done,  the  dirt  road  is  a  foundation  for  the 
different  materials  that  may  be  put  upon  it. 

For  country  roads  there  need  be  considered  only  pavements  that 
are  put  on  in  small  fragments.  The  materials  most  commonly  used 
are  gravel  and  broken  stone.  Oyster-shells  and  slag  from  iron-fur- 
naces are  oftentimes  employed  in  localities  where  these  materials  are 


MARYLAND    GEOLOGICAL    8UKVEY  277 

at  hand,  while  under  certain  conditions,  when  no  other  material  could 
be  obtained,  burnt  clay  has  proved  serviceable.  The  object  of  a 
pavement  is  to  furnish  a  wearing  surface  for  the  road  and  a  protection 
for  the  foundation  from  water  and  consequent  softening.  It  is  in 
reality  a  roof. 

When  dry  all  but  the  very  sandy  soils  are  firm  enough  to  support 
the  weight  of  wagons  of  all  kinds,  but  when  wet  little  support  is  fur- 
nished. It  is  well  known  that  sand,  when  confined,  will  stand  any 
pressure  that  can  be  put  upon  it.  Thus,  if  a  sandy  road-bed  is  cov- 
ered with  a  surfacing  material  which  will  hold  the  sand  in  place,  an 
excellent  foundation  is  obtained.  While  a  surfacing  material  is 


FIG.  13. — The  effect  of  placing  broken  stone  upon  firm  and  soft  foundation, 

respectively. 

designed  to  take  the  wear,  it  is  the  foundation  that  must  resist  the 
pressure,  and  any  road  which  is  constructed  without  giving  due  atten- 
tion to  the  foundation  is  wrong  from  the  start  and  never  will  be  a 
good  road  until  the  defect  is  remedied.  To  prepare  a  natural  road- 
bed for  surfacing-material  it  is  necessary  to  bring  it  to  a  proper  grade 
and  to  conform  its  cross-section  with  that  of  the  finished  surface. 
That  is,  no  surfacing  should  be  put  upon  a  road-bed  which  is  flat  or, 
as  is  oftentimes  the  case,  lower  in  the  middle  than  at  the  sides.  In 
such  instances  the  proper  shape  should  be  given  to  the  road-bed  by 
filling  in  with  such  material  as  is  necessary  and  then  rolling  the  whole 
until  it  becomes  firm  and  unyielding. 

During  the  course  of  construction  of  a  road-bed,  if  there  are  places 
that  have  a  wet,  springy  subsoil,  they  must  be  drained  and  every  pre- 
caution taken  to  make  the  foundation  of  the  road  dry.  The  pave- 
ment will  keep  water  from  going  through  from  the  top  but  it  will 
not  keep  water  from  percolating  into  the  foundation  from  springs  at 

18 


278 


CONSTRUCTION    AND    REPAIR    OF    ROADS 


the  sides  or  underneajth.  Therefore,  where  there  is  danger  of  water 
getting  to  the  foundation  from  the  sides  or  from  below  it  must  be 
cut  off  either  by  side-drains  or  by  drains  directly  underneath  the 
road  itself,  as  shown  in  Figs.  10  and  11. 

"Where  the  soil  is  too  light,  gravelly  or  sandy  earth  should  be 
carted  in  to  take  its  place. 

"With  the  road-bed  brought  up  to  grade  and  provision  made  for 
thorough  drainage,  it  is  then  compacted  by  rolling  either  by  horse- 


FIG.  14, — Applying  broken  stone  for  macadam  road  on  state  highway  in  Massachusetts. 

or  by  steam-power.  In  the  rolling  of  the  foundation,  perhaps  quite 
as  good  results  can  be  obtained  with  a  horse-roller  as  with  a  steam- 
roller, and  in  some  loose  soils  much  less  difficulty  will  be  experienced, 
although  more  rolling  will  be  required  to  compact  the  earth  as  firmly 
as  by  the  heavier  steam-roller.  This  is  a  part  of  the  work  that  is  too 
often  slighted  and  is  the  cause  of  depressions  subsequently  appearing 
in  the  finished  road.  The  rolling  of  the  foundation  will  bring  out 
the  weaker  places,  where  there  will  be  a  settling.  The  depressions 
should  be  filled  and  brought  to  an  even  surface  with  gravel  if  it  is  at 


MARYLAND    GEOLOGICAL    SURVEY  279 

hand.  It  is  cheaper  to  even  up  depressions  by  rolling  the  foundation 
than  by  attempting  to  smooth  the  finished  surface  with  additional 
broken  stone.  When  the  foundation  has  been  rolled  and  all  uneven- 
ness  has  disappeared,  it  is  then  ready  to  receive  the  surfacing. 

It  oftentimes  happens,  when  grading  a  particular  piece  of  road 
preparatory  to  surfacing  it  with  broken  stone,  that  it  is  necessary  to 
do  considerable  heavy  filling.  In  such  instances  it  is  advisable  to 
delay  the  laying  of  macadam  for  at  least  a  year  in  order  to  give  the 
embankments  time  to  settle,  for  it  is  impossible  to  construct  an  em- 
bankment of  earth  more  than  a  few  feet  in  height  without  having 
subsequent  settlement.  If  this  settling  took  place  evenly  all  along 
the  embankment  no  particular  harm  would  be  done  to  the  macadam 
laid  upon  it,  but  owing  to  the  difference  in  the  soils  composing  em- 
bankments, and  also  the  way  the  earth  is  dumped,  there  is  always  a 
tendency  for  some  parts  to  settle  more  than  others. 

If  there  arise  circumstances  making  it  impracticable  to  wait  for 
the  embankment  to  season,  as  it  were,  every  precaution  should  be 
taken  in  its  formation  to  guard  against  uneven  settling.  This  can 
be  done  by  spreading  the  earth  in  successive  layers  of  about  a  foot 
in  thickness,  which  are  rolled  or  tamped  as  solid  as  possible. 

Another  advantage  in  delaying  the  surfacing  of  a  newly-graded 
road  is,  that  a  chance  is  given  to  observe  the  action  under  frost  of  cer- 
tain sections,  and  so  provide  additional  under-drains  which,  if  omitted, 
might  have  caused  a  failure  in  that  portion  of  the  macadam. 

STONE    ROADS. 

In  regions  where  stone  is  obtainable  there  has  been  found  no  form 
of  pavement  so  well  adapted  to  the  needs  of  country  roads  as  a  sur- 
face of  broken  stone.  All  things  considered,  first  cost,  maintenance, 
and  efficiency  as  a  pavement,  this  has  proved  the  best  and  the 
cheapest.  Among  the  many  advantages  of  broken  stone  are  the  wide 
distribution  of  materials,  ease  of  application,  a  hard,  smooth  surface 
which  is  impervious  to  water,  and  the  ease  of  repair  when  properly 
applied.  It  has,  however,  the  disadvantage  of  becoming  dusty  in  dry 
weather  and  muddy  in  wet  weather,  so  that  it  is  not  as  desirable  a  pave- 
ment for  towns  as  many  other  kinds.  But  for  the  ordinary  country 


280  CONSTRUCTION    AND    REPAIR    OF    ROADS 

road  and  light  traveled  streets  these  faults  do  not  form  serious  ob- 
jections. 

A  surfacing  of  broken  stone  should  never  be  applied  to  a  road-bed 
which  has  not  been  properly  prepared  to  receive  it.  Stones  should 
not  be  thrown  upon  a  road-bed  that  is  full  of  hollows  and  on  which 
there  is  more  or  less  disintegrated  and  worn-out  material.  For  the 
reception  of  the  broken  stone  a  trench  is  dug  as  wide  as  it  is  intended 
to  stone  the  road  and  to  a  depth  a  little  less  than  that  of  the  thickness 
of  the  macadam,  as  the  rolling  will  somewhat  deepen  the  trench  by 
the  consolidation  of  the  earth  at  the  bottom. 

The  best  practice  growing  out  of  long  experience  is  to  spread  the 
broken  stone  in  layers  formed  of  equal-sized  pieces.  The  advantage 
of  uniform  size  is  explained  by  the  fact  that  the  strength  of  a  broken 
stone  pavement  consists  in  the  firmness  with  which  the  different  pieces 
are  held  agamst  one  another.  To  obtain  this  compactness,  it  is  neces- 
sary to  bring  as  many  faces  and  as  much  of  each  face  of  the  stones 
closely  and  firmly  together  as  possible.  If  the  stones  are  of  various 
sizes,  smaller  ones  will  be  found  between  larger  ones  preventing  the 
latter  from  coming  together,  and  thus  increasing  rather  than  decreas- 
ing the  intervening  spaces.  At  the  same  time  it  is  very  evident  that 
there  is  less  area  of  surface  in  contact  with  a  large  stone  against  the 
smaller  one  than  when  two  stones  with  about  equal-sized  faces  are  in 
contact.  There  will,  of  course,  always  be  voids.  It  would  be  better 
if  they  were  filled,  but  the  small  material  for  filling  them  should  not 
be  thrown  in  with  the  larger  material  and  all  rolled  together,  for  the 
object  sought  will  not  be  accomplished  in  this  way.  The  fine  stone 
dust  is  put  on  after  the  large  stones  have  been  well  compacted  by 
rolling. 

As  the  object  of  rolling  broken  stone  is  to  bring  the  different 
pieces  into  close  and  firm  contact,  better  results  are  obtained  when 
thin  layers  are  rolled  than  when  the  layers  are  thick.  The  best  results 
are  not  obtained  if  layers  of  loose  stone  over  5  or  6  inches  in  thick- 
ness are  rolled  at  one  time.  When  it  is  attempted  to  roll  a  thicker 
layer  than  this,  the  stones,  instead  of  compacting  readily,  have  a  ten- 
dency to  slide  one  upon  the  other,  and  there  is  produced  in  front  of 


MARYLAND    GEOLOGICAL    SURVEY 


281 


the  roller  a  wave  motion.  This  breaks  the  sharper  edges  of  the  stone 
and  wears  them  round,  so  that  it  is  very  difficult  for  the  stone  to  be- 
come compacted,  and  then  not  until  a  considerable  amount  has  been 
wasted  in  uselessly  grinding  up  the  individual  pieces.  Properly  built 
macadam  is  in  two  layers.  The  bottom  course  consists  of  stones  in 
which  the  longest  diameter  is  not  over  2£  inches  and  which  will  not 
go  through  a  1^-inch  ring.  This  is  known  as  No.  1  stone.  To  insure 
having  the  material  evenly  distributed,  care  must  be  observed  as  to 


FIG.  15. — Rolling  surface  of  macadam  road  on  state  highway  in  Massachusetts. 

the  manner  in  which  it  is  spread.  If  possible,  the  stone  should  not 
be  dumped  upon  the  roadway  itself,  but  near  by  at  one  side.  It  is 
then  spread  by  shovels  to  a  thickness  of  4  or  5  inches,  each  shovelful 
being  thrown  in  such  manner  as  to  spread  the  stones  rather  than  to 
deposit  them  in  piles.  Where  it  is  not  convenient  to  have  the  stone 
dumped  at  one  side,  a  platform  about  8  feet  square  is  placed  in  the 
roadway  and  the  stone  emptied  from  the  carts  upon  it.  Such  a  plat- 
form is  provided  with  ropes  by  which  it  is  dragged  ahead  from  time  to 
time.  Carts  specially  designed  for  spreading  stone  to  any  desired 


282  CONSTRUCTION    AND    REPAIR    OF    ROADS 

thickness,  greatly  facilitate  this  part  of  the  work.  The  cart  is  so 
arranged  that  it  may  be  tilted  to  such  an  angle  that  the  stone  will 
slide  out  through  an  adjustable  opening  at  the  back.  The  opening- 
is  but  a  few  inches  from  the  ground  so  that  the  stones  have  no  chance 
to  scatter,  but  are  deposited  in  an  even  layer  over  the  surface. 

Lines  should  always  be  stretched  from  stakes  on  which  have  been 
marked  the  grades  to  be  followed.  By  measuring  from  these  points 
uniform  thickness  of  stone  can  be  maintained  and  an  even  surface 
assured. 

After  the  first  layer  of  stone  has  been  thoroughly  rolled  to  a  thick- 
ness of  3  or  4  inches,  the  second  layer  is  then  added,  the  same  care 
being  observed  in  spreading  as  with  the  first  layer.  The  stones  in  the 
second  layer  are  usually  smaller  than  those  in  the  first.  The  longest 
diameter  should  not  be  over  1^  inches;  nor  should  any  stone  pass 
through  a  f-inch  ring.  This  is  known  as  No.  2  stone.  The  second 
layer,  when  thoroughly  rolled,  forms  the  wearing  surface  otf  the  road, 
which  should  be  about  2  inches  thick,  making  a  total  thickness  of  6 
inches  of  macadam. 

ROLLIM;. 

It  is  the  rolling  which  makes  the  road.  This  should  begin  at  the 
outer  edge,  the  outer  driving-wheel  of  the  roller  having  a  bearing  of 
about  12  inches  on  the  broken  stone,  the  remainder  of  the  wheel  com- 
pressing the  dirt  shoulder  which  should  be  left  4  or  5  inches  higher 
than  the  broken  stone,  so  that  it  may  be  compacted  into  a  firm  mass 
which  will  hold  in  place  the  edge  of  the  road  and  prevent  the  stone 
from  spreading  sidewise.  Oftentimes  rolling  is  begun  in  the  center. 
This  has  the  effect  of  crowding  the  stone  to  the  side  and  prevents  the 
firm  bonding  of  the  pieces,  besides  wasting  the  rim  of  loose  stone  at 
the  edge.  Under  "  Instructions  to  Engineers  "  the  following  rules 
on  the  rolling  of  stone  road  are  given  by  the  Massachusetts  Highway 
Commission  and  are  the  outgrowth  of  wide  experience  in  the  con- 
struction of  the  modern  macadam  road. 

When  possible  roll  the  sub-grade  with  a  steam  roller. 

If  the  sub-grade  is  too  sandy  to  roll,  cover  with  coarse  gravel  laid  on  to 
a  depth  of  three  (3)  inches,  or  as  much  more  as  may  be  needed  to  give  a 
good  foundation. 


MARYLAND    GEOLOGICAL    SURVEY  283 

Fill  any  depressions  with  the  same  material  until  the  surface  is  true  and 
even. 

All  broken  stone  must  be  rolled  in  screened  layers. 

After  spreading1  the  first  course  of  broken  stone,  begin  rolling1  at  the 
sides,  and  continue  thus  by  running  ahead  so  as  to  allow  from  two  (2)  to 
five  (5)  inches  of  the  driving  wheel  to  pass  over  the  shoulder,  and  backward 
with  the  outer  edge  of  the  driving  wheel  from  five  (5)  to  ten  (10)  inches 
inside  the  edge  of  the  broken  stone.  Roll  until  the  stone  ceases  to  "  wave  " 
in  front  of  the  wheels,  and  until  it  seems  firm  under  foot  as  you  walk  over 
it.  Next  begin  on  the  other  side  and  roll  in  the  same  manner.  Then  work 
toward  the  center  until  the  stone  is  rolled.  Roll  each  layer  of  stone  in 
the  same  manner. 

If  the  road  shows  a  wavy  motion  after  passing  the  roller  over  it  three, 
four  or  more  times,  it  may  indicate  too  much  moisture  in  the  sub-grade.  If, 
on  examination,  you  find  this  to  be  true,  stop  rolling  and  move  ahead,  al- 
lowing for  the  sub-grade  to  dry  out. 

With  some  coarse,  hard  granite  rocks  it  has  been  noted  that  after  the 
roller  passes  over  them  a  few  times  they  begin  to  "  crawl  "  and  the  sharp 
edges  break  off.  A  slight  sprinkling  of  sand  or  stone  screenings,  or  water, 
may  prevent  this.  Try  one  after  another  of  these  means  until  the  work 
progresses  to  your  satisfaction.  You  must  not  expect  to  prevent  the  stone 
from  shaking  as  you  walk  over  it,  but  you  need  to  continue  the  rolling 
until  the  fragments  of  stone  adjacent  to  where  the  foot  presses  do  not  move 
as  you  walk.  Most  of  the  rolling  must  be  done  before  you  spread  the 
screenings.  After  spreading  the  screenings,  water  and  roll  until  the  mud 
flushes  to  the  surface.  You  cannot  expect  to  prevent  the  stone  from  kick- 
ing out  if  the  teams  pass  over  the  road.  Keep  watch,  and  in  a  few  days 
have  the  roller  pass  once  or  twice  over  the  road,  after  watering,  until  the 
loose  stones  are  pressed  down  out  of  sight. 

Before  spreading  any  broken  stone,  great  care  imist  be  taken  to  have  the 
sub-grade  carefully  shaped  and  thoroughly  compacted. 

All  shoulders  must  be  shaped  and  left  sufficiently  high  to  roll  to  the 
proper  grade  before  any  broken  stone  is  spread  on  the  road. 

In  the  case  of  heavy  fills  you  must  not  run  the  roller  to  the  edge  of  the 
shoulders  unless  the  fill  has  had  time  to  settle.  Work  out  slowly  on  this 
kind  of  work. 

In  every  case  the  screenings  used  on  the  surface  as  a  binder  course  must 
be  of  the  same  material  as  the  top  course  of  the  road. 

Excepting  where  it  may  be  needed  to  compact  hard  granite  rocks,  as  be- 
fore referred  to,  you  will  xise  water^only  on  the  top,  or  binder,  course. 

You  will  wet  this  binder  course  thoroughly  before  rolling,  but  not  to 
the  extent  of  saturating  the  foundation.  You  will  get  better  results  and 
prevent  the  screenings  from  being  picked  up  by  the  wheels  of  the  roller  if 
you  apply  the  water  and  allow  it  to  settle  down  below  the  top  surface  be- 
fore passing  the  roller  over  it.  Too  much  water,  or  too  little,  will  give 
trouble  by  causing  the  surface  to  be  picked  up. 

You  must  not  under  any  conditions  roll  the  screenings  while  dry. 

You  must  not  under  any  conditions,  allow  teams  to  pass  over  the  road 
after  the  screenings  are  spread  and  before  they  are  rolled. 


284  CONSTRUCTION    AND    REPAIR    OF   ROADS 

In  case  of  a  deficiency  in  the  water  supply,  you  may  have  the  screenings 
spread  and  await  a  rain  before  rolling;  but  in  such  case  the  road  must  be 
entirely  closed  to  travel,  and  the  rolling  must  be  begun  as  soon  as  the  road 
is  wet  and  continue  until  the  section  covered  with  screenings  is  thoroughly 
compacted.  In  such  cases  it  may  be  necessary  to  operate  the  roller  day  and 
night,  and  you  must  insist  on  this  being  done.  In  case  you  meet  with  any 
difficulty  in  compacting  the  stone,  and  fail  to  understand  the  cause,  report 
immediately  in  writing  to  the  office. 

CROWN. 

The  crown  or  transverse  slope  of  a  road  should  only  be  sufficient 
to  carry  the  surface-water  to  the  gutters.  On  dirt  roads  where  ruts 
are  easily  formed  the  slope  needs  to  be  more  than  on  a  macadamized 
surface,  but  never  sufficient  to  cause  inconvenience  to  travel.  One 
inch  to  the  foot  or  7£  inches  on  a  15-foot  road  will  be  found  about 
right.  A  good  macadam  road  does  not  ordinarily  need  so  much  crown, 
depending  on  the  grades.  On  grades  up  to  and  including  4  feet 
per  hundred,  ^  an  inch  to  the  foot  is  sufficient;  from  4  to  and  includ- 
ing 6  feet  per  hundred,  f  of  an  inch  should  be  allowed.  A  trans- 
verse slope  of  more  than  one  inch  per  foot  gives  too  much  list  to  a 
wagon  when  at  one  side.  The  advantage  of  as  flat  a  road  as  possible 
is  the  lessening  of  the  tendency  for  the  travel  to  keep  to  the  center  of 
the  road  and  the  consequent  avoidance  of  the  formation  of  ruts  and 
a  horse-path. 

THE   THICKNESS  OF  MACADAM   MATERIAL. 

It  was  formerly  the  custom  to  build  roads  with  what  is  now  con- 
sidered an  excessive  thickness  of  stone.  The  famous  Roman  roads 
to  which  allusion  is  made  so  frequently,  were  often  over  three  feet 
thick.  The  lower  course  consisted  of  large  stones  with  smaller  ones 
in  the  upper  courses,  between  which  there  was  a  layer  of  concrete 
and  over  all  was  laid  a  stone  pavement  composed  of  large  flat  stones 
nicely  jointed.  Most  of  the  turnpikes  of  this  state  were  built  at  least 
eighteen  inches  thick  with  the  lower  course  of  large  stones  ten  to 
twelve  inches  in  diameter,  the  top  course  being  of  smaller  broken  rock. 
If  it  is  possible  to  lessen  the  thickness  of  the  stone  covering  it  is  evi- 
dent that  the  construction  would  be  proportionately  cheaper.  The 


MARYLAND    GEOLOGICAL    SURVEY 


285 


determination  of  the  thickness  required  is  therefore  a  very  important 
consideration. 

Those  roads  where  the  telford  construction  has  been  employed,  that 
is,  where  the  lower  course  consists  of  large  stones  from  eight  to  twelve 
inches  in  size,  have  no  more  wearing  strength  than  a  road  with  a 
thinner  stone  covering,  for  as  soon  as  they  are  worn  down  to  the 
larger  stones  the  surface  becomes  rough  and  uneven  and  requires  re- 
surfacing. It  is  well  to  keep  in  mind  the  object  of  the  surface  mater- 
ial, which  is  to  afford  protection  to  the  foundation,  so  that  it  may  not 


FIG.  16. — Laying  telford  road  on  state  highway  in  Massachusetts. 

be  softened  by  the  rain  or  cut  up  by  traffic.  It  must  therefore  be  of 
such  a  nature  as  to  resist  the  wear  of  the  different  kinds  of  traffic  to 
which  it  may  be  subjected;  but  it  should  not  be  depended  upon  to 
hold  up  the  entire  load.  This  part  of  the  work  is  done  by  the  founda- 
tion, and  when  surfacing  material  is  applied  to  a  road-bed  it  should  be 
in  such  condition  as  to  support  a  loaded  wagon.  Dry,  consolidated 
earth  will  do  this,  and  if  it  can  be  kept  in  this  condition  no  trouble  will 


arise. 


The  actual  pressure  which  the  earth  immediately  below  the  maca- 
dam has  to  carry  is  less  than  is  actually  borne  by  the  surface  of  the 


286  CONSTRUCTION    AND    REPAIR    OF    ROADS 

road,  as  the  effect  of  the  layer  of  compacted  stone  is  to  distribute  the 
pressure  over  a  greater  area.  In  other  words,  the  layer  of  macadam 
reduces  the  weight  per  square  inch  which  the  foundation  is  obliged 
to  carry.  The  pressure  will  be  practically  the  same  with  a  very  thin 
layer,  while  with  a  thicker  one  it  may  be  conceived  that  the  weight 
rests  upon  the  top  of  a  pyramid,  which  distributes  it  to  the  foundation 
over  the  larger  area  of  its  base.  If  the  earth  foundation  will  alone 
carry  the  weight  of  loaded  wagons,  any  thickness  of  stone  more  than 
assures  this.  Thus  only  such  a  thickness  of  covering  is  required  as 
will  insure  the  formation  of  a  compacted  mass  which  will  not  be 
loosened  by  the  travel  over  it. 

When  a  thickness  of  metal  has  been  put  upon  the  road-bed  sufficient 
to  resist  the  pressure  from  traffic,  manifestly  the  condition  of  the 
surface  will  not  depend  upon  there  being  an  extra  thickness.  Thus 
if  there  is  a  road  with  twelve  inches  of  material  and  another  with  six 
inches,  the  six  inches  being  sufficient  to  support  the  travel,  the  twelve- 
inch  road  is  no  better  than  the  six-inch.  It  is  merely  so  much  money 
buried  in  the  shape  of  broken  stone.  It  is  only  the  two  or  three 
inches  of  the  top  which  receive  the  wear,  for  when  these  two  or  three 
inches  are  worn  away  it  is  necessary  to  resurface,  as  the  road  has 
become  more  or  less  uneven ;  owing  to  the  fact  that  the  wear  is  seldom 
equal  over  all  portions  of  the  roadway.  The  macadam  road  rolled 
to  a  thickness  of  six  inches  has  been  found  everywhere  to  be  all-suffi- 
cient. With  the  foundation  well  drained  there  are  few  places  which 
require  the  telford  construction.  On  a  firm,  dry  soil,  roads  have 
been  built  with  a  covering  of  rock  which  compacts  well,  not  exceeding 
four  inches  in  thickness,  over  which  there  has  been  a  great  amount  of 
travel,  and  they  have  proved  satisfactory  in  every  way.  The  fol- 
lowing is  a  description  by  J.  J.  McLaughlin,1  of  a  thin  macadam 
road  built  in  the  village  of  Jamaica,  Queen's  county,  N.  Y. : 

"  In  the  village  of  Jamaica,  in  1897,  there  was  a  stretch  of  street  about 
three-fourths  of  a  mile  long,  parallel  to  two  roads  then  being  improved. 
The  work  was  done  in  the  spring  of  1897,  after  a  sewer  had  been  laid  in 
"the  same  street.  It  was  built  of  four-inch  stone  spread  loosely  and  then 
rolled.  From  actual  count  there  were  from  eighty  to  one  hundred  heavy 
jloads  per  day,  carrying  ten  thousand  and  eleven  thousand  pounds  each,  for 

1  Quoted  in  Fifth  Ann.  Report  Com.  of  Roads  of  N.  J.,  p.  63. 


MARYLAND    GEOLOGICAL    SURVEY 

over  three  months,  running  over  this  piece  of  road,  and  only  in  one  case 
where  there  was  some  careless  work  over  a  sewer  trench,  was  there  any 
material  sign  of  wear,  and  in  no  place  a  break.  There  was  not  a  square 
yard  of  the  street  broken  that  had  carried  these  wagons.  A  road  may  be 
built  poorly,  but  if  there  is  an  adequate  sj^stem  of  maintenance  put  behind 
the  construction,  the  road  can  be  saved  and  made  very  good.  Queen's 
county  has  the  best  system  of  maintenance.  After  a  road  is  well  con- 


FIG.  17. — Roman  road. 


FIG.  18. — Early  eighteenth  century  road. 


FIG.  19. — Late  eighteenth  century  road. 


FIG.  20. — Modern  macadam  road. 
FIGS.  17-20  show  the  relative  thickness  of  old  and  modern  roads. 


structed,  it  is  immediately  passed  into  the  hands  of  the  parties  who  main- 
tain it.  The  roads  are  divided  into  twelve-mile  sections,  and  each  section  is 
in  charge  of  a  foreman,  who  employs  a  small  gang  of  men.  These  men  keep 
the  stonework  slightly  covered  with  a  mixture  of  gravel  and  loam,  mend 
slight  depressions,  keep  the  gutters  cleared  out  and  the  wings  or  earth 
shoulders  free  from  grass  and  weeds.  These  earth  wings  are  ploughed  and 
re-formed  when  necessary,  in  order  to  provide  the  earth  roads  with  good 
drainage." 


288 


CONSTRUCTION    AND    REPAIR    OF    ROADS 


Figures  17-20  show  the  proportionate  thickness  of  the  old  and 
modern  roads.  In  addition  to  their  varied  thickness  will  be  noticed 
the  difference  in  the  form  of  the  foundations  which  are  now  shaped  to 
conform  to  that  of  the  finished  surface.  This  important  change  was 
introduced  by  the  French  engineer  Tresaguet  about  the  middle  of  the 
last  century. 


FIG.  21. — Section  of  road  on  sidehill  with  side-drain  and  telford  foundation  on 

up-hill  side. 

Figure  21  is  the  cross-section  of  a  road  located  on  a  side-hill,  show- 
ing the  method  of  cutting  off  the  underground  water  on  the  up-hill 
side  by  under-drains.  The  ditch  part  way  up  the  side  of  the  hill  cuts 
off  the  surface-water  from  the  roadway.  "When  the  soil  is  clayey  and 
holds  the  water,  a  telford  construction  is  found  advisable,  otherwise 
the  road  is  apt  to  be  thrown  by  the  frost.  This  form  of  construction 


FIG.  22. — Section  of  a  road  cut  through  heavy  or  soggy  soil  with  telford  foundation 

and  side-drains. 

is  also  followed  when  there  has  been  a  cut.  Fig.  22  illustrates  the 
method  usually  followed.  The  under-drainage  is  effected  by  tiling 
surrounded  by  broken  stone  as  previously  described.  If  a  clay  soil, 
the  telford  construction  is  preferable.  AVhere  good  gravel  is  at  hand 
this  may  be  substituted  for  the  large  foundation  stones  in  the  telford 
construction  and  is  less  expensive. 


MARYLAND    GEOLOGICAL    SURVEY  289 

Figures  14-15  show  a  macadam  road  in  different  stages  of  construc- 
tion and  Fig.  16  shows  the  telford  foundation  used  on  part  of  the 
road. 

MAINTENANCE. 

All  roads,  whether  of  dirt,  gravel,  shell  or  stone,  are  alike  in  one 
particular.  They  require  constant  attention  if  they  are  to  remain 
good  roads.  The  well-made  stone  or  gravel  road  will  soon  bear 
marks  from  the  effects  of  travel  and  weather.  The  center  of  the  road 
is  usually  the  first  to  give  way  owing  to  an  extraordinary  wear  of 
that  particular  portion  by  the  traffic  which  is  inclined  to  follow 
single  lines.  This  effect  is  more  often  produced  upon  sparsely  trav- 
eled sections  of  the  road  than  where  there  is  a  large  amount  of  traffic. 
In  the  latter  instance  the  constant  passing  of  vehicles  causes  the  travel 
to  leave  the  center  of  the  road  and  utilize  the  sides.  It  is  often 
found  that  a  comparatively  well-traveled  piece  of  road  is  more  easily 
maintained  than  a  lesser  traveled  one. 

Perhaps  the  best  way  to  repair,  and,  at  the  same  time,  to  throw  the 
travel  over  the  whole  roadway  is  to  place  finely  broken  stone  or  gravel 
in  the  horse-track  as  soon  as  it  is  formed.  Instead  of  rolling  or  tamp- 
ing this  down  smooth,  allow  it  to  remain  on  the  roadway  loose.  A 
horse  will  naturally  turn  to  one  side;  those  going  in  one  direction  to 
one  side  of  the  road,  and  those  in  the  opposite  to  the  other  side,  which 
would  bring  the  wheels  to  bear  upon  the  loose  material  which'  will  soon 
be  rolled  down.  At  the  same  time  the  travel  will  have  spread  over 
the  whole  surface,  and  when  this  is  once  well  distributed,  there  is  not 
the  same  tendency  to  seek  a  single  track  as  on  a  road  which  bears  only 
the  marks  of  a  single  track.  , 

A  horse-track  should  not  be  allowed  to  form  so  deeply  that  any 
other  means  is  required  to  efface  it  than  the  application  of  small  stone 
and  screenings.  If  a  track  is  formed  to  any  considerable  depth 
necessitating  the  use  of  larger  stone,  these  should  be  compacted 
either  by  rolling  or  tamping  and  covered  by  loose  screenings.  These 
will  not  prove  a  great  inconvenience  to  vehicles  nor  demand  of  them 
that  they  perform  the  sendee  of  a  steam-roller. 

As  soon  as  a  depression  or  hollow  is  shown  in  the  road-surface  by 


290  CONSTRUCTION    AND    REPAIR    OF    ROADS 

the  presence  of  a  pool  of  water  after  a  rain,  the  mud  should  be  scraped 
from  the  hole  and  the  latter  refilled  with  broken  stone  or  gravel,  as 
the  case  may  be,  and  thoroughly  rolled  or  tamped  to  form  a  uniform, 
smooth  roadway.  If  such  depressions  are  allowed  to  go  unrepaired 
the  collected  water  soaks  into  the  road  and  softens  the  surface,  while 
the  hole  rapidly  increases  by  wear,  as  the  bond  between  the  pieces 
of  stone  is  loosened  so  that  they  are  easily  kicked  out  by  the  horses' 
hoofs.  Once  begun,  this .  unraveling  process  goes  on  at  a  rapidly- 
increasing  rate.  What  in  the  beginning  was  a  small  depression,  easily 
repaired  with  a  few  shovelfuls  of  stone,  quickly  develops  into  a  large- 
sized  hole  requiring  many  times  the  material  and  labor  to  repair  it. 

The  chief  cause  of  the  excessive  cost  in  the  maintenance  of  many 
roads  is  neglect.  The  old  proverb,  that  a  stitch  in  time  saves  nine,  is 
nowhere  more  applicable.  A  description  of  the  different  systems  for 
maintaining  roads  in  various  parts  of  the  wrorld  will  be  found  in  a 
subsequent  part  of  this  volume. 

The  cost  of  maintenance  depends  in  part  on  the  degree  with  which 
the  hardness  of  the  stone  is  adapted  to  the  individual  road.  A  cer- 
tain amount  of  travel  is  necessary  to  the  preservation  of  a  mac- 
adam road.  The  other  conditions  being  the  same,  that  piece  of 
road  which  is  well  traveled  will  wear  better  than  one  but  little  used, 
paradoxical  as  this  may  seem.  The  effect  of  the  travel  is  to  wear 
away  a  small  amount  of  the  surface,  making  dust  which  is  rolled  and 
compacted  to  a  cement  that  keeps  the  stone  firmly  imbedded ;  whereas, 
if  the  traffic  is  very  light,  there  is  little  dust  or  binding  material 
furnished,  which  is  not  blown  or  washed  away  as  fast  as  it  is  formed. 
This  soon  leaves  the  stones  exposed,  and  the  small  amount  of  traffic, 
instead  of  compacting  them,  serves  merely  to  loosen  them  still  further 
and  kick  them  out.  Thus  what  may  be  the  best  material  for  a  well- 
worn  thoroughfare  may  prove  very  poor  for  a  lightly-traveled  way. 
If  a  very  hard  stone  is  used  where  there  is  light  traffic  there  is  an 
insufficient  quantity  of  dust  formed,  and  the  stones  become  loosened 
in  the  manner  just  described.  Whereas,  if  a  softer  stone  were  used 
the  light  traffic  would  be  sufficient  to  supply  the  quantity  of  dust 
necessary  to  keep  the  stones  thoroughly  imbedded.  Consequently,  in 


MARYLAND    GEOLOGICAL    SURVEY  291 

deciding  which  is  the  best  rock  to  use,  it  is  necessary  to  have  some 
information  as  to  the  nature  of  the  traffic  that  the  road  receives. 

Again,  the  location  has  a  bearing  on  the  kind  of  stone  that  had 
best  be  used.  A  certain  section  of  road  may  be  so  exposed  to  winds 
that  a  very  much  larger  amount  of  dust  is  blown  away  than  upon  a 
more  sheltered  section.  It  is  thus  necessary  to  supply  a  large  quan- 
tity of  dust  in  order  to  prevent  the  stones  from  becoming  exposed. 
This  may  be  effected  by  using  a  softer  stone.  Coarse,  sharp  sand  has 
also  been  found  very  helpful  in  preventing  the  blowing  away  of  the 
dust.1  It  is  a  fact  that  a  road  is  sometimes  blown  away;  the  action 
of  the  wind  evidently  causing  its  disintegration. 

A  great  saving  to  the  wear  of  a  stone  road  is  made  by  having  the 
surface  moistened  during  dry  weather,  as  this  keeps  the  dust  com- 
pacted between  the  smaller  stones,  which  are  thereby  held  in  place 
and  prevented  from  being  kicked  loose. 

GRAVEL    ROADS. 

There  are  many  counties  in  Maryland  where  gravel  of  excellent 
quality  is  abundant,  and  where,  at  the  same  time,  there  is  very  little 
stone  that  is  fit  for  road-construction.  The  gravel,  however,  prop- 
erly applied,  will  make  most  excellent  roads,  far  superior  to  any  earth 
road,  and  while  not  possessing  the  wearing  qualities  of  hard,  broken 
stone,  will  answer  sufficiently  well  for  those  country  roads  that  have 
comparatively  light  traffic.  On  roads  having  very  heavy  traffic  it 
will  be  found  in  the  long  run  to  be  cheaper  even  at  a  very  much 
greater  first  cost  to  use  a  macadam  construction  owing  to  the  rapid 
wearing  of  the  gravel  road  under  such  circumstances,  and  the  conse- 
quently large  expenses  for  maintenance. 

A  good  gravel  can  almost  always  be  told  when  inspected  as  it  stands 
in  place  in  the  pit.  Whenever  it  is  hard  and  compact  in  the  bank 
and  requires  the  use  of  the  pick  to  loosen  it,  it  will  form  a  hard  and 
compact  road.  Gravel  which  contains  a  small  amount  of  ferruginous 
clay  and  has  angular,  rough  fragments  of  stone,  is  the  best  that  can 
be  obtained.  Gravel  mixed  with  sand  or  composed  of  smooth, 

1  The  relative  value  of  various  stones  as  road-materials  under  different 
conditions  is  more  fully  considered  on  pages  327-330. 


292  CONSTRUCTION    AND    REPAIR    OF    ROADS 

rounded  fragments  of  stone  does  not  compact  and  form  a  hard,  smooth 
road-surface  and  is  of  little  use  except  for  general  filling.  To  get  the 
best  results  from  gravel  which  is  formed  of  various  sized  fragments 
it  should  be  screened,  all  pieces  over  two  inches  in  size  being  thrown 
to  one  side.  There  are  found  in  many  places  gravel  deposits  which 
contain  few  fragments  over  two  inches.  Such  gravel  does  not  need 
to  be  screened,  but  could  be  spread  upon  the  road  directly  from  the 
pit. 

The  two-inch  gravel  is  spread  upon  the  road-bed  to  such  a  depth 
that,  when  rolled,  it  will  have  a  thickness  of  three  to  four  inches. 
Over  this  first  course  is  spread  the  second  course,  composed  of  the 
smaller  gravel,  with  fragments  one  inch  or  less  in  size.  The  second 
course  is  treated  similarly  to  the  first;  the  rolling  is  continued  until 
there  ceases  to  be  formed  any  depressions.  Whenever  depressions  are 
noticed  during  the  rolling,  material  should  immediately  be  spread  upon 
such  places  and  the  rolling  continued  until  the  surface  is  brought  up 
to  true  grade.  The  gravel  should  not  be  dry  when  rolled;  if  fur- 
nished dry,  it  may  be  sprinkled  or  the  rolling  put  off  until  after  a 
rain.  The  top  course  should  be  about  three  inches  thick  after  rolling. 

Usually  a  gravel  road  does  not  become  firm  and  hard  until  after 
a  considerable  time  during  which  it  needs  constant  attention.  Each 
year,  however,  the  road-bed  becomes  firmer  and  ultimately  nearly  as 
solid  as  macadam. 


SHELL    ROADS. 


Shells  form  a  hard,  smooth  road-surface,  but  one  which  wears 
easily  and  needs  frequent  resurfacing,  wearing  many  times  faster  than 
either  gravel  or  stone.  In  counties  where  shells  are  plentiful  they 
can  be  obtained  at  a  cost  of  not  over  1^  cents  per  bushel.  A  road 
15  feet  wide  requires  about  45,000  bushels  per  mile.  They  form  the 
only  material  which  has  so  far  been  used  for  improving  the  surface 
of  the  roads  over  a  greater  portion  of  the  Eastern  Shore. 

At  present,  great  waste  is  occasioned  by  the  unskillful  treatment 
the  shell  roads  receive.  From  close  observation  of  many  miles  of 
shell  road  in  various  stages  of  repair,  it  is  no  exaggeration  to  say  that 
fully  one-quarter  of  the  shells  applied  to  the  roads  at  present  are 


MARYLAND    GEOLOGICAL    SURVEY  293 

wasted  by  being  uselessly  ground  up  before  they  have  become  com- 
pacted under  action  of  traffic,  while  many  others  are  pushed  to  one 
side  and  serve  no  purpose  whatever.  Another  source  of  waste  fre- 
quently observed  is  the  shelling  of  a  section  of  road  without  filling  the 
mud-holes  and  shaping  the  road  before  spreading  the  shells.  Thus 
all  the  hollows  which  are  now  filled  with  shells  could  as  well  have 
been  filled  with  good  dirt.  Besides,  this  method  causes  uneven  places 
to  appear  in  the  roadway,  since  the  rain  percolates  through  the  shells 
before  they  are  compacted  and  settles  in  the  hollows,  softening  the 
earth,  into  which  the  shells  sink  under  the  weight  of  traffic.  In  this 
way  mud  gradually  works  up  between  the  shells,  and  there  is  formed 
another  mud-hole  in  the  roadway. 

As  with  any  road  before  applying  the  surfacing,  the  road-bed  for 
the  shell  road  should  be  first  graded  and  given  the  proper  cross-section. 
If  there  is  a  wet,  springy  soil,  drains  should  also  be  provided.  Before 
the  shells  are  put  on,  the  road-bed  should  be  rolled  firm  and  hard.  If 
over  a  stiff  clay  soil  which  becomes  sticky  in  wet  weather  and  holds 
moisture,  a  layer  of  3  or  4  inches  of  sand  should  be  first  spread 
on  the  clay  road.  Shells  may  then  be  spread,  sprinkled  with  sand, 
and  rolled  with  a  light  roller.  Experience  has  shown  that  the  shell 
roads  constructed  over  a  clay  soil  have  broken  through  more  easily 
than  those  over  a  sandy  soil.  This  is  a  result  of  the  non-drainage  of 
the  water  which  is  held  in  the  clay.  To  assist  in  compacting  the 
shells,  as  in  the  construction  of  a  stone  road,  a  shoulder  of  earth  should 
be  formed  at  the  side  to  prevent  the  shells  from  spreading. 

When  compacted,  the  shell  road  forms  an  impervious  covering  and 
would  answer  well  as  a  foundation  for  a  thin  layer  of  stone.  This 
construction  would  be  especially  applicable  to  the  streets  of  the  East- 
ern Shore  towns  where  a  good  macadam  pavement  would  meet  every 
requirement  and  could  be  laid  on  the  present  shell  foundation  at  a 
low  cost.  The  method  of  applying  the  stone  "would  be,  first,  to  clean 
the  surface  of  the  shell  road  of  mud  or  dust,  as  the  case  might  be,  then 
scrape  the  surface  with  a  road-scraper  and  thus  smooth  down  the  small 
bunches.  The  hollows  that  remain  should  then  be  filled  in  with  new 
shell  and  rolled  until  the  surface  is  brought  to  a  true  cross-section 

19 


294 


CONSTRUCTION    AND    REPAIR    OF    ROADS 


which  would  ordinarily  require  from  one-half  to  one  bushel  per  square 
yard.  "When  this  has  been  done  the  road-bed  would  then  be  ready 
for  a  layer  of  broken  stone.  Stone  1£  inches  in  size,  or  "  No.  2," 
should  be  put  on  to  a  depth  of  three  inches  to  obtain  a  compact  layer 
of  about  two  inches.  Rolling  should  be  done  with  a  10-  or  12-ton 
steam-roller.  For  a  width  of  twelve  feet,  a  mile  of  road  would 
require  about  590  cubic  yards  of  broken  stone  as  measured  in  the 
carts  or  bins.  Fig.  23  shows  a  cross-section  of  shell  road  with  stone 
surfacing. 

Stone  for  this  purpose  can  be  obtained  from  ledges  along  the 
banks  of  the  Susquehanna  a  few  miles  from  its  mouth.  For  a  mile 
or  more  north  of  the  Baltimore  and  Ohio  Railroad  bridge  on  either 
side  there  is  an  abundance  of  trap-rock,  or  gabbro,  favorably  situated 
for  quarrying.  On  the  west  side  are  steep  cliffs  of  this  rock  coming 


/  /  '  /  /  ,    '  -•  •'  /  / 
FIG.  23. — Section  of  old  shell  road  surfaced  with  a  thin  layer  of  broken  stone. 

down  to  the  old  canal.  It  is  possible  at  many  points  in  this  vicinity  to 
set  up  the  crushing  machinery  so  as  to  quarry  the  rock  from  above. 
Thence  it  could  be  run  into  the  crusher  and  screens  and  loaded  on 
scows  by  gravity,  the  stone  requiring  but  one  handling.  On  the 
opposite  bank  on  the  Cecil  county  side  are  many  good  exposures  close 
to  the  railroad  track.  The  estimated  cost  of  the  broken  stone  at  the 
crusher  is  75  cents  per  cubic  yard.  The  cost  of  transportation  to  dif- 
ferent points  on  the  Eastern  Shore  is  about  70  cents  per  cubic  yard. 
The  stone  delivered  on  the  roads  within  two  or  three  miles  of  a  land- 
ing would  thus  cost  approximately  $2  per  cubic  yard.  The  estimated 
cost  of  a  finished  surface  of  stone  over  an  old  shell  foundation  is 
from  30  to  40  cents  per  square  yard.  . 

SLAG    ROADS. 

Considerable  quantities  of  slag  are  found  at  the  sites  of  many  of  the 
old  iron-furnaces  located   at  Muirkirk,   Elkridge,   Ashton,   Harford 


295 

Furnace,  and  other  places.  Much  of  this  slag  is  very  hard  and 
brittle,  with  a  glassy  appearance,  and,  except  for  foundations,  is  of 
little  value  as  a  road-material,  and  where  put  upon  the  roads  has  been 
quickly  ground  to  a  fine  dust.  Besides  this  glassy  slag  there  is  some 
which  has  more  the  appearance  and  character  of  a  limestone,  but  this 
is  below  the  average  quality  of  the  latter. 

The  slag  from  the  present  iron-furnaces  has  characteristics  very 
different  from  that  of  the  old  furnaces.  Much  of  it  is  very  light 
with  a  sponge-like  structure  and  contains  a  large  amount  of  lime. 
When  put  upon  the  roads  and  rolled  it  compacts  very  readily  and 
forms  an  even  and  smooth  surface.  The  dust  from  this  slag  acts  in 
much  the  same  fashion  as  a  cement,  and  it  has  been  found  that  roads 
built  from  it  become  harder  and  harder,  and  in  a  short  time  are  prac- 
tically monoliths,  absolutely  impervious  to  moisture.  Advantage 
was  taken  of  this  in  constructing  roads  for  the  Centennial  Exposition 
at  Philadelphia.  The  ground  was  found  to  be  soft  and  full  of 
moisture,  affording  the  worst  foundation  possible  for  a  road.  To 
overcome  this  difficulty  there  was  first  laid  a  foundation  of  slag  which 
was  rolled  and  compacted  to  form  a  solid  mass.  On  this  was  built 
the  road  proper,  which  was  thoroughly  protected  from  the  moisture 
in  the  subsoil  by  the  impervious  mass  of  slag.  Slag  of  this  nature 
is  found  at  Sparrow's  Point,  Baltimore  county,  where  it  has  been 
used  to  some  extent  on  the  roads  about  the  steel-works  with  entire 
satisfaction. 

USE  OF  BURNT  CLAY  ON  ROADS. 

In  Illinois  and  other  places  in  the  West  where  there  is  at  hand  no 
hard  material  of  any  kind  suitable  for  road-surfacing,  recourse  has 
been  had  to  burnt  clay,  which  is  prepared  in  the  following  manner: 
The  clay  is  cut  to  a  depth  of  about  two  feet  from  the  roadway  during 
the  dryest  weather.  The  chunks  of  clay  are  piled  so  as  to  make  an 
inclosure  some  8  or  10  feet  square  and  allowed  to  thoroughly  dry. 
Within  the  inclosure  is  put  dry  wood  and  twigs  and  the  whole  covered 
over  with  more  clay.  The  wood  is  then  fired  and  allowed  to  burn 
itself  out.  The  hardened  clay  is  then  broken  in  smaller  fragments 
and  placed  upon  the  roadway,  where  it  serves  as  a  foundation  and 


296  CONSTRUCTION    AND    REPAIR    OF    ROADS 

prevents  traffic  cutting  through  into  the  soft  clay  soil  during  wet 
weather.  This  process  is  an  expedient,  to  be  employed  in  those  cases 
where  the  excessive  cost  of  other  materials  absolutely  prevents  their 
use.  It  might,  however,  be  used  to  some  advantage,  where  the  cost 
of  harder  materials  is  high,  as  a  foundation  on  which  to  place  a  thin 
layer  of  some  better  road-metal. 


USE    OF    OIL    ON    ROADS. 


Considerable  interest  has  been  taken  of  late  in  the  use  of  oil  upon 
roads,  and  a  brief  account  is  here  given  of  the  present  methods  which 
are  as  yet  somewhat  experimental.  It  has  been  noticed  in  oil  regions 
and  in  machine-shop  yards  that  where  the  ground  has  become  impreg- 
nated with  oil,  little  or  no  dust  arises,  and  that  water  does  not  soak  into 
the  ground.  Advantage  has  been  taken  of  this  fact  by  railroads  for 
reducing  the  dust  raised  by  the  trains.  To  effect  this  the  road-bed 
between  the  tracks  and  a  few  f  ee.t  outside  is  sprinkled  with  crude 
petroleum.  This  was  first  tried  by  the  Florida  East  Coast  Railroad, 
between  Jacksonville  and  St.  Augustine,  and  has  since  been  very  ex- 
tensively used  by  the  Pennsylvania  Railroad  with  complete  success. 

The  use  of  oil  has  recently  been  extended  to  ordinary  country  roads. 
In  applying  the  oil  it  must  be  thoroughly  mixed  with  the  dust.  If 
it  is  merely  sprinkled  on  the  surface  only  the  top  layer  of  dust  will 
be  impregnated;  the  wheels  of  vehicles  will  break  up  the  cake  thus 
formed,  exposing  the  dust  below,  and  the  road  will  be  more  disagree- 
able than  ever.  Oil  put  on  a  hard  road  to  prevent  the  formation  of 
dust  remains  on  the  surface  and  is  very  objectionable.  A  practical 
process  has  been  patented  1  in  which  there  is  mixed  a  high-test,  heavy, 
crude  oil  with  maltha,  a  mineral  pitch.  The  compound  is  spread  upon 
the  road  in  parallel  lines  about  six  inches  apart  in  sufficient  quantity 
to  saturate  the  dry  dust  with  which  it  is  subsequently  thoroughly 
incorporated  by  the  use  of  rakes.  Seven  and  a  half  gallons  are 
required  to  a  square  rod  if  the  dust  is  a  half  inch  thick.  "Water  is  then 
sprinkled  upon  the  surface  and  the  road  thoroughly  rolled;  it  is  then 
ready  for  travel. 

The  objects  which  it  is  considered  are  gained  by  this  treatment 

1  By  Frederick  W.  Mattern,  of  Los  Angeles,  California. 


MARYLAND    GEOLOGICAL    SURVEY  297 

are  a  dustless  road,  a  non-absorbent  surface,  which  will  turn  off  rain- 
water, and  a  dark-colored  road-bed,  which  is  more  pleasing  to  the 
eye  than  the  ordinary  light,  dusty  soils.  A  further  advantage  gained 
from  a  dustless  road,  of  considerable  importance  to  fruit-growers,  is  the 
prevention  of  dust  upon  fruits. 

As  stated  by  Mr.  Mattern,  this  process  is  especially  applicable  to 
those  sections  of  country  subject  to  long  dry  periods,  where  the  dust 
renders  travel  upon  the  roads  most  disagreeable  and  utterly  pre- 
cludes pleasure  travel.  In  addition  to  this,  as  the  surface  is  rendered 
impervious  to  water  the  absorption  of  the  latter  by  the  subsoil  and  the 
consequent  cutting  up  of  the  road  are  thus  prevented. 

Another  important  use  of  oil  in  the  construction  of  roads  would 
seem  to  lie  in  applying  it  to  the  foundation  of  macadam  roads,  with  a 
view  to  preventing  the  holding  of  water  by  the  road-bed.  For 
example,  in  heavy  clay  soil,  instead  of  putting  in  an  expensive  telford 
construction  as  a  protection  to  the  macadam  surface,  a  layer  of  oil- 
soaked  soil  might  be  substituted.  The  road-bed  might  be  shaped  in 
the  usual  way,  and  before  it  had  been  rolled  might  be  saturated  with 
oil.  Over  this  a  layer  of  dry  earth  might  be  sprinkled  and  the  whole 
then  rolled  and  brought  to  a  true  cross-section.  This  would  prevent 
moisture  from  penetrating  that  portion  of  the  road-bed  and  thus 
keep  it  in  such  a  firm  and  solid  shape  that  it  would  support  all  loads 
that  might  come  upon  it. 

As  already  mentioned,  a  macadam  road  wears  faster,  other  things 
being  equal,  when  the  surface  is  dry  than  when  it  is  moistened  suf- 
ficiently to  have  the  dust  act  as  a  binder  for  the  surface  stones.  If 
this  could  be  accomplished  by  treatment  with  some  mixture  of  heavy 
oils,  a  great  saving  would  be  gained  in  the  maintenance  of  stone  roads, 
for  the  dust  would  be  permanently  laid  and  would  not  blow  away  as 
soon  as  formed,  leaving  the  stones  unprotected  and  easily  kicked  loose. 

With  such  a  large  and  useful  field  for  the  application  of  oil  in  the 
construction  of  roads  unexplored,  the  results  of  careful  experiments 
would  be  particularly  valuable. 

BROAD  TIRES. 

It  is  generally  admitted  that  broad  tires  are  an  advantage  to  the 
roads,  but  it  is  not  generally  recognized  that  they  also  benefit  those 


298  CONSTRUCTION    AND    REPAIR    OF    ROADS 

using  them.  Conclusive  evidence  on  this  point  is  furnished  by  the 
experiments  which  have  been  carried  on  at  the  Missouri  Agricultural 
Experiment  Station.  These  experiments  were  made  between  Jan- 
uary, 1896,  and  September,  1897,  and  include  all  the  various  condi- 
tions due  to  the  seasons.  Tests  were  made  over  wet  and  dry  macadam, 
gravel,  and  various  kinds  of  dirt  roads,  and  every  care  was  exercised 
to  make  the  results  of  one  set  of  experiments  comparable  with  those 
of  another.  This  series  is  the  most  exhaustive  and  reliable  that  has 
been  made  in  this  country. 

The  following  extract,  from  a  full  account  published  in  Bulletin 
No.  39  of  the  Missouri  Agricultural  Experiment  Station,  gives  a  com- 
plete summary  of  the  results  of  the  experiments: 

"  The  draft  has  been  determined  by  means  of  a  self-recording  dynamo- 
meter. The  net  load  was  in  every  trial  the  same,  viz.,  2000  pounds.  Con- 
trary to  public  expectation,  in  a  large  majority  of  cases  the  draft  was  ma- 
terially less  when  tires  six  inches  in  width  were  used  than  when  the  tests 
were  made  with  tires  of  standard  width — 1%  inches.  The  following  is  a 
summary  of  the  results: 

"  I.  On  macadam  street.  As  an  average  of  the  two  trials  made,  a  load 
of  2518  pounds  could  have  been  hauled  on  the  broad  tires  with  the  same 
draft  that  a  load  of  2000  pounds  required  on  the  narrow  tires. 

"  II.  Gravel  Koad.  In  all  conditions  of  the  gravel  road,  except  wet  and 
sloppy  on  top,  the  draft  on  the  broad-tired  wagon  was  very  much  less  than 
that  of  the  narrow-tired  wagon.  Averaging  the  six  trials,  a  load  of  2482 
pounds  coufd  be  hauled  on  the  broad  tires  with  the  same  draft  required  for 
a  load  of  2000  pounds  on  the  narrow  tires. 

"III.  Dirt  Eoads.  (a).  When  dry,  hard,  and  free  from  ruts  and  dust, 
2530  pounds  could  have  been  hauled  on  the  broad  tires  with  the  same  draft 
required  for  2000  pounds  on  the  narrow  tires,  (b).  When  the  surface  was 
covered  with  two  or  three  inches  of  very  dry,  loose  dust,  the  results  were 
unfavorable  to  the  broad  tire.  The  dust  on  the  road  in  each  of  these  trials 
was  unusually  deep.  (c).  On  clay  road,  muddy  and  sticky  on  the  surface 
and  firm  underneath,  the  results  were  uniformly  unfavorable  to  the  broad 
tires,  (d).  On  clay  road,  with  mud  deep,  and  drying  on  top,  or  dry  on  top 
and  spongy  underneath,  a  large  number  of  tests  showed  uniformly  favor- 
able to  the  broad  tire.  The  difference  amounted  to  from  52  to  61  per  cent, 
or  about  3200  pounds  could  have  been  hauled  on  the  broad  tires  with  the 
same  draft  required  to  draw  2000  pounds  on  the  narrow  tires.  In  this  con- 
dition of  road  the  broad  tires  show  to  their  greatest  advantage.  As  the 
road  dries  and  becomes  firmer,  the  difference  between  the  draft  of  the  broad 
and  narrow  tires  gradually  diminishes  until  it  reaches  about  25  to  30  per 
cent  on  dry,  hard,  smooth  dirt,  gravel  or  macadam  road,  in  favor  of  the 
broad  tire.  On  the  other  hand,  as  the  mud  becomes  softer  and  deeper,  the 
difference  between  the  draft  of  the  two  types  of  wagons  rapidly  diminishes 


MARYLAND    GEOLOGICAL    SURVEY  299 

until  the  condition  is  reached  when  the  mud  adheres  to  both  sets  of  wheels; 
here  the  advantage  of  the  broad  tires  ceases  entirely,  and  the  narrow  tires 
pull  materially  lighter,  (e).  Clay  road,  surface  dry,  with  deep  ruts  cut  by 
the  narrow  tires  in  the  ordinary  use  of  the  road.  In  every  trial  the  first 
run  of  the  broad  tire  over  the  narrow-tire  ruts  has  shown  a  materially  in- 
creased draft  when  compared  with  that  of  the  narrow  tire  run  in  its  own 
rut.  The  second  run  of  the  broad  tires  in  the  same  track  where  the  rut  is 
not  deep  completely  eliminated  the  disadvantage,  and  showed  a  lighter 
draft  for  the  broad  tire  than  the  narrow  tire  showed  in  the  first  run.  Where 
the  ruts  were  eight  inches  deep  with  rigid  walls,  three  runs  of  the  broad 
tire  in  its  own  track  over  the  ruts  were  required  to  eliminate  the  disadvan- 
tage. Three  runs  of  the  broad  tire  over  this  track  have  in  all  cases  been 
sufficient,  however,  to  so  improve  the  road-surface  that  both  the  broad-  and 
narrow-tired  wagons  passed  over  this  road  with  less  draft  than  the  narrow 
tires  did  in  the  original  ruts.  In  addition  to  the  saving  of  the  draft,  the 
road  was  made  very  much  more  comfortable  and  pleasant  for  the  users  of 
light  vehicles  and  pleasure  carriages"  by  the  few  runs  of  the  six-inch  tire. 
Summing  up  all  the  tests  on  dirt  roads,  it  appears  that  there  are  but  three 
conditions  on  which  the  broad  tires  draw  heavier  than  the  narrow  tires, 
viz.:  (1)  when  the  road  is  sloppy,  muddy  or  sticky  on  the  surface  and  firm 
or  hard  underneath;  (2)  when  the  surface  is  covered  with  a  very  deep  loose 
dust  and  hard  underneath;  (3)  when  the  mud  is  very  deep  and  so  sticky 
that  it  adheres  to  the  wheels  of  both  kinds  of  wagons.  It  appears  that 
the  dust  must  be  extraordinarily  deep  to  show  a  higher  draft  for  the  broad 
than  for  the  narrow  tires.  The  three  conditions  just  named,  therefore,  are 
somewhat  unusual  and  of  comparatively  short  duration.  Through  a  ma- 
jority of  days  in  the  year  and  at  times  when  the  dirt  roads  are  most  used 
and  when  their  use  is  most  imperative,  the  broad-tired  wagons  pull  ma- 
terially lighter  than  the  narrow-tired  wagons. 

"  IV.  A  large  number  of  tests  on  meadows,  pastures,  stubble-land,  corn 
ground,  and  ploughed  ground  in  every  condition,  from  dry,  hard  and  firm  to 
very  wet  and  soft,  show  without  a  single  exception  a  large  difference  in 
draft  in  favor  of  the  broad  tires.  This  difference  ranged  from  17  to  120 
per  cent. 

"  V.  It  appears  that  six  inches  is  the  best  width  of  tire  for  a  combination 
farm-  and  road-wagon,  and  that,  both  axles  should  be  the  same  length  so 
that  the  front  and  hind  wheels  will  run  in  the  same  track." 

There  are  very  few  tires  as  wide  as  six  inches  in  use  in  Maryland, 
though  four-inch  tires  are  very  common  in  those  counties  having  a 
large  number  of  toll-roads.  This  is  explained  by  the  fact  that  one- 
half  rates  are  allowed  by  the  turnpike  companies  on  all  wide-tired 
wagons.  This  is  so  forcible  an  argument  for  their  adoption  that  there 
are  very  few  narrow-tired  farm-wagons  in  the  vicinity  of  the  turn- 
pikes.1 

'For  the  proportion  of  wide  tires  in  use  in  various  sections,  see  account 
under  the  different  counties. 


300  CONSTRUCTION    AND    REPAIR    OF    ROADS 

The  reason  for  their  use  in  all  sections  is  equally  strong,  but  has 
not  been  so  apparent  to  most  farmers.  There  is,  however,  a  growing 
sentiment  in  favor  of  wide  tires,  as  is  well  shown  from  the  answers 
made  to  the  inquiries  about  them.  A  number  of  farmers  stated  that 
although  they  did  not  use  them,  they  ought  to  do  so,  and  in  future 
would  provide  their  wagons  with  them. 

MAPS  OF  ROADS. 

A  very  convenient  and  useful  addition  to  the  County  Commis- 
sioners' office  is  an  accurate  and  well-drawn  map  of  the  county.  On 
it  should  be  shown  the  natural  drainage-system,  lakes,  rivers,  etc.; 
political  boundaries  of  districts,  towns,  roads,  canals,  railroads,  houses, 
and,  in  a  general  way,  property  lines  as  are  generally  given  on  good 
atlas  sheets.  In  addition,  conventional  signs  should  indicate  certain 
details  concerning  the  county  roads,  such  as  the  distance  between 
forks  or  cross-roads,  the  width  of  roads  between  fences,  the  width  of 
the  traveled  portion  at  frequent  intervals,  and  the  material  from 
which  the  roadway  is  formed.  The  size  and  location  of  all  culverts 
and  drains  should  be  given,  and  also  the  general  character  of  the 
bridges,  their  span,  width,  roadway  and  the  material  of  which  their 
abutments  are  built. 

The  scale  required  to  show  the  features  outlined  above  with  suf- 
ficient detail  need  not  be  larger  than  four  inches  to  the  mile.  If  it 
was  found  that  by  the  use  of  this  scale  too  unwieldy  a  map  -would 
result,  in  such  case  it  could  be  made  in  sections  of  convenient  size. 
The  object  of  such  a  chart  would  be  to  afford  a  ready  means  of 
recording  the  changes  that  are  made  upon  the  roads  in  such  a  manner 
that  the  progress  and  location  of  improvements  could  be  seen  at  a 
glance.  It  would  be  a  simple  matter  to  have  some  system  whereby 
there  could  be  shown  the  various  changes  which  are  made.  In  those 
counties  which  have  been  covered  by  the  United  States  Geological 
Survey  the  cost  of  maps  suitable  for  this  purpose  would  be  confined 
principally  to  the  drawing  of  the  map  itself  and  verifying  the  detail 
of  the  topographic  map.  In  those  sections  not  covered  by  topo- 
graphic maps  considerable  additional  expense  would  be  incurred 
owing  to  the  surveys  that  would  be  necessary  for  mapping  in  the 


MARYLAND    GEOLOGICAL    SURVEY  301 

various  features.  The  general  plan  of  streets  within  corporate  limit* 
of  cities  and  towns  could  be  shown  on  the  map,  but  owing  to  the  com- 
paratively small  scale  it  would  be  impossible  to  show  in  many  in- 
stances much  detail.  There  should  be,  and  generally  are,  maps  on  a 
much  larger  scale  for  this  purpose, 

TOOLS  AND  MACHINERY. 

While  the  success  of  any  particular  class  of  work  depends  in  no 
small  degree  upon  the  use  of  proper  tools  and  machinery,  the  amount 
of  improved  road-machinery  owned  within  the  state  is  so  very  small 
that  only  a  very  few  communities  have  the  benefits  of  such  an  essential 
piece  of  machinery  as  a  road-roller.  Before  good  roads  can  be  made 
the  community  must  be  supplied  with  the  requisite  implements. 

The  following  is  a  brief  list  of  some  of  the  common  tools  and  ma- 
chinery employed  in  road-construction,  together  with  the  cost  so  far 
as  can  be  ascertained.  The  prices  quoted  are  taken  from  the  price- 
lists  and  catalogues  of  some  of  the  larger  manufacturers,  and  vary 
according  to  quantity  purchased  and  the  condition  of  the  market.  As 
a  rule,  they  can  be  obtained  at  a  discount  from  the  price-list,  if  pay- 
ment is  made  within  thirty  or  sixty  days. 

Those  having  in  charge  the  purchase  of  road-machinery  would  do 
well  to  write  to  the  different  makers  for  terms,  stating  in  their  letter 
as  near  as  possible  exactly  what  is  wanted  and  the  work  to  be  done. 

Price  per  doz. 

Bush  Hooks  (handled) $17.00 

Bill  Hooks 19.00 

Axes 12.00 

Axes  (handled) ., 15.50 

Mattocks,  cutters  (without  handles) 14.50 

Mattocks,  picks 14 . 50 

Handles §1.45  to  3.20 

In  opening  a  new  road  it  is  necessary  to  clear  the  road-bed  of  treesr 
brush,  roots  and  other  material  which  would  hinder  the  excavation. 
For  this  purpose  a  number  of  different  forms  of  axes,  bush-hooks  and 
picks  are  manufactured.  Large  stumps  are  best  taken  out  by  blast- 
ing-powder. There  are  many  labor-saving  devices  employed  in  grad- 
ing a  road-bed  or  removing  earth,  rock  or  other  materials,  but  where 


302  CONSTRUCTION    AND    REPAIR    OF    ROADS 

the  work  is  light,  as  is  more  often  the  case  in  grading  the  ordinary 
country  road,  the  most  economical  method  of  transporting  materials 
from  the  cuts  to  the  embankments  is  either  by  drags,  wheel-scoops  or 
carts.  Occasionally  there  may  arise  conditions  which  would  warrant 
the  building  of  a  temporary  track  over  which  to  run  dump-cars,  hauled 
either  by  horse-power  or  contractors'  locomotives.  For  light  grading 
and  shaping  the  road-bed,  where  the  soil  is  free  from  large  boulders 
and  stumps,  the  work  is  much  facilitated  by  the  use  of  ploughs  and 
road-machines  or  scrapers. 

If  the  amount  of  rock  excavation  is  considerable  at  any  one  place, 
holes  for  the  powder  are  made  with  a  steam-drill,  but  where  there  is 
a  small  amount  of  rock  to  be  removed  at  any  one  place,  so  much  time 
would  be  lost  in  moving  the  steam-drill  equipment  from  point  to 
point,  it  is  cheaper  to  drill  the  holes  by  hand.  The  kind  and  amount 
of  powder  is  selected  according  to  the  amount  and  kind  of  rock  to  be 
blasted.  Hard  and  fine-grained  rocks  require  different  treatment 
from  soft,  shaly  rocks. 

Ploughs  for  tearing  up  an  old  road-surface  and  general  grading  are 
made  extra  heavy  and  strong  and  require  from  two  to  eight  horses 
according  to  the  character  of  the  ground  ploughed.  They  are  fur- 
nished either  with  wooden  or  iron  beams.  Prices  range  from  $13.75 
for  plain,  heavy,  swivel  road-ploughs  to  $35  for  heavy  ditch-ploughs 
provided  with  wheel  and  cutter. 

Road-machines  or  road-graders  are  designed  to  cut  the  earth  from 
one  portion  of  the  road  and  carry  it  to  another  portion.  They  are  of 
use  in  scraping  loose  and  worn-out  materials  from  the  road-bed  and  in 
reshaping  and  crowning  the  roadway.  The  formation  of  a  road-bed 
for  new  roads  previous  to  rolling  is  much  facilitated  by  the  use  of 
these  machines.  Side-ditches  and  gutters  are  also  made  by  them. 
They  perform  with  the  aid  of  3  men  and  from  2  to  14  horses  the  work 
of  from  30  to  40  men  working  with  hand-tools. 

The  main  feature  of  these  machines  is  a  steel  or  iron  blade  6  to  8 
feet  long  which  is  attached  to  a  frame  carried  upon  4  wheels.  The 
blade  is  adjustable ;  can  be  set  at  any  desired  angle  and  dipped  so  that 
any  slope  desired  can  be  given  to  the  road-bed.  The  mechanism  and 


MARYLAND    GEOLOGICAL    SURVEY 


303 


different  adjustments  possible,  vary  somewhat  in  machines  of  different 
makes. 

Road-machines  should  be  as  light  as  is  consistent  with  the  requisite 
strength  necessary  in  construction,  thus  saving  frequent  repairs  and 
loss  of  time  from  break-downs.  They  should  be  of  as  light  draft  as 
possible,  that  they  may  be  hauled  by  a  small  number  of  horses.  The 
prices  of  these  road-machines  vary  from  $150  to  $250.  Figure  24 
shows  one  of  these  machines. 


FIG.  24.— Road-machine  or  grader  refilling  earth  over  pipe  drain. 

The  old-fashioned  method  of  breaking  stone  has  been  supplanted  by 
the  use  of  various  forms  of  stone-crushers.  In  preparing  crushed 
stone  for  a  road-bed  the  stone  first  has  to  be  quarried  and  broken  to 
such  a  size  as  will  go  in  the  crusher,  from  which  it  is  automatically 
sorted  in  sizes  by  screens,  when  it  is  ready  for  delivery  upon  the  road. 
The  fewer  the  times  it  is  necessary  to  handle  the  stone  and  the  shorter 
the  distance  it  is  necessary  to  haul  it,  the  cheaper  can  it  be  furnished. 
Where  the  supply  of  stone  lies  scattered  on  the  surface  along  the  road- 
way the  most  economical  way  is  to  use  one  of  the  various  forms  of 


304 


CONSTRUCTION    AND    REPAIR    OF    ROADS 


portable  plants.  The  crusher  is  set  up  temporarily  and  enough  stone 
is  crushed  to  supply  about  two  miles  of  road.  Then  the  plant  is 
removed  to  another  point  and  an  amount  of  stone  sufficient  for 


FIG.  25. — One  form  of  portable  stone-crusher. 


i>. '. ';}  xXV'T^einhcKdtT 

v>'-i.'" .';  *."'•*•  .'••'•••  •••  •-'-:  ;;'.;••  — 

~~,  "(••,••»""-•• 

FIG.  26. — Portable  form  of  combined  crusher,  elevator  and  screen. 

another  section  is  crushed.  As  a  general  thing,  however,,  the  supply 
of  stone  will  be  found  more  readily  available  at  some  particular  place, 
so  that  it  would  be  necessary  to  haul  stone  a  somewhat  longer  distance 
than  would  otherwise  be  the  case.  Figure  25  shows  a  type  of  portable 


MARYLAND    GEOLOGICAL    SURVEY 


305 


crusher  whose  capacity  varies  from  seventy-five  tons  per  day  of  ten 
hours  to  two  hundred  and  ninety-five  tons,  requiring  five  to  fifteen 
horse-power  respectively.  Prices  are  from  $450  to  $1,050.  Other 
forms  of  crusher  include  not  only  the  crusher,  but  an  elevator  for 
carrying  the  crushed  stone  from  the  crusher  to  the  automatic  screen 
from  which  it  falls  into  the  bins  and  thence  to  the  carts.  Such  an 
arrangement  is  shown  in  Figure  26. 


FIG.  27. — Rotary  stone-crusher. 

Each  of  the  crushers  shown  in  Figures  25-26  is  of  the  jaw  pat- 
tern, as  are  all  the  forms  of  crushers  manufactured  with  the  exception 
of  the  Gates  crusher.  This  crusher  is  shown  in  Fig.  27,  and  is 
provided  with  a  conical  opening  within  which  is  a  movable  center  steel 
core,  which  revolves  eccentrically  with  respect  to  the  outer  shell.  As 
the  center  core  revolves  it  approaches  and  recedes  from  the  sides  of 
the  outer  shell,  and  the  stone  coming  between  the  moving  surfaces  is 
•crushed. 

The  automatic  screens  for  sorting  the  crushed  stone  into  the  various 


306  CONSTRUCTION    AND    REPAIR    OF    ROADS 

sizes  are  shown  in  Figure  28.  The  different  screens  upon  the  market 
are  of  the  same  general  design,  differing  only  in  material  used  in 
their  construction  and  minor  details  of  arrangement.  Prices  vary 
according  to  the  size,  from  $275  for  a  10  ft.  6  in.  screen  in  three 
sections,  to  $950  for  a  15  ft.  6  in.  screen,  corresponding  diameters 
being  24  inches  and  54  inches.  The  usual  arrangement  for  conveying 
stone  as  it  comes  from  the  crusher  to  the  screen  consists  of  a  number 
of  steel  buckets  mounted  upon  a  flexible  belt. 

The  difference  in  prices  depends  upon  the  length  and  size  of  the 
buckets.  For  a  distance  between  centers  of  thirty  feet  the  prices  of 
elevators  range  from  $455,  with  a  capacity  of  12  tons  per  day,  to 
$1,000  for  15  tons  capacity. 


FIG.  28. — Automatic  screen  for  assorting  crushed  stone  into  different  sizes. 

The  efficiency  of  stone-crushing  plants  depends  greatly  upon  the 
"  set-up,"  the  detailed  arrangement  of  the  engine,  crusher,  screen, 
bins,  etc.,  depending  upon  the  nature  of  the  location,  whether  the 
rock  is  gathered  from  the  side  of  a  hill  or  from  the  level  ground. 
Figures  29  and  30  show  in  outline  the  general  arrangement  for  side- 
hill  and  level  locations  respectively. 

COST    OF    CRUSHING    STONE. 

The  following  account  of  the  cost  of  crushing  stone,  taken  from  the 
report  for  1891  of  the  City  Engineer  of  Newton,  Mass.',  shows  in  detail 
the  part  of  the  total  cost  each  item  bears.  The  prices  for  labor  are 
seen  to  be  about  75  per  cent  more  than  is  paid  in  A,  aryland,  allowing 
for  the  difference  between  a  nine-  and  ten-hour  day.  As  about  75 
per  cent  of  the  cost  for  breaking  stone  is  for  labor,  the  cost  of  crushing 


MARYLAND    GEOLOGICAL    SURVEY 


307 


stone  in  Maryland  would  therefore  be  about  one-third  less  than  the 
cost  as  given  in  the  following  table.  It  will  be  noticed  that  the  cost 
of  breaking  field  stone  is  about  two-fifths  that  of  crushing  stone  from 
a  ledge.  Thus  three-fifths  of  the  cost  of  crushing  stone  is  for 
quarrying. 


FIG.  29. — General  arrangement  of  a  crushing  plant  on  sidehill  location. 


FIG.  30. — General  arrangement  of  crushing  plant  on  level  ground. 

"  The  stone-breaking  plant  consists  of  one  stationary  and  one  portable 
Farrel,  Marsdon  9  x  15  stone-breaker,  operated  respectively  by  one  Atlas  en- 
gine with  horizontal  boiler,  and  one  portable  Lidgerwood  double  cylinder 
engine  with  vertical  boiler.  The  stationary  plant  is  placed  near  a  ledge  of 
hard  green  trap  stone.  The  stone  is  drilled  with  a  Rand  Steam  Drill  and 
blasted  with  forcite  powder. 

"  The  drill  is  operated  by  steam  from  a  separate  boiler;  the  stone  is 
broken  to  a  size  to  go  in  the  breaker  by  hand-drilling  or  with  sledge  ham- 


-308  CONSTRUCTION    AND    REPAIR    OF    ROADS 

mers,  and  taken  by  horse  and  cart  to  the  breaker  a  distance  of  500  feet, 
and  delivered  on  a  platform  level  with  the  top  of  the  hopper. 

"  It  is  fed  into  the  hopper  by  two  laborers.  From  the  breaker  the  stone 
is  delivered  in  four  sizes  into  bins  through  revolving  cylinders  with  casing 
of  perforated  boiler  iron.  The  first  is  what  is  known  as  dust;  second,  one 
inch;  third,  two  and  a  half -inch  stone;  fourth,  tailings  that  have  passed  by 
the  meshes  and  out  at  the  end  of  the  cylinder. 

"  The  following  is  a  record  in  detail  of  the  cost  of  the  various  items  of 
labor  and  material  which  go  to  make  up  the  total  cost  of  breaking  the 
stone  of  the  different  classes." 

Tailings.  No.  3.  No.  2.                Dust. 

Greenish  Trap-Rock 91.0    Ibs.  88>^  84%             95% 

Conglomerate.. 94.4       "  87.7  101 

CobbleStoue 99.6      "  98  102% 

QUANTITY  OF  STONE  BROKEN. 


Hours  run 

Hard  green 
trap-rock 
resembling 
Hudson  trap 
in  hardness. 

412 

Conglom- 
erate 
ledge 
stone. 

144 

Cobble- 
stone, 
largely 
trap-rock. 

101 

Cobble- 
stone 
largely 
granite. 

198 

Cubic  yards  broken  

...       3,  155 

1,288 

1,178 

1,785 

Long  ton,  2,240  Ibs.,  broken  

...       3,998 

1,446 

1,417 

2,142 

Short  ton,  2,000  Ibs.,  broken  

...       3,805 

1,620 

1,587 

2,399 

Cubic  vfirds  broken  per  hour       .        

7.7 

8.9 

11.8 

9.0 

Long  ton  broken  per  hour.                         .  . 

8.2 

10  0 

14.0 

10.8 

Short  ton  broken  per  hour  

9.0 

11  2 

15.7 

'12.1 

Number  cubic  yards  of  tailings  .... 

1,004 

378 

205 

365 

Per  cent  yards  of  tailing's     

31   8 

29  3 

17  5 

20.5 

Number  Cubic  yards  2%-inch  stone  

1,618 

688 

672 

994 

Per  cent  yards  2}^-inch  stone  

51  .  3 

51  9 

57 

55.1 

Number  cubic  yards  1-iiich  stone 

323 

Per  cent  yards  1-inch  stone  

10.2 

Number  cubic  yards  %-inch  or  dust  

210 

242 

300 

.427 

Per  cent  yards  %-inch  or  dust  

6.7 

18.8 

25.5 

23.4 

Average  number  of  hours  worked  per  day  .  . 

9 

9 

9 

9 

PRICE  PAID  FOR  LABOR  PER  DAY  AND  MATERIALS  USED. 


Foreman  

Hard  green 
trap-rock 
resembling 
Hudson  trap 
in  hardness. 

.     $3.00 

Conglom- 
erate 
ledge 
stone. 

$3.00 

Cobble- 
stone, 
largely 
trap-rock. 

$3.00 

Cobble- 
stone, 
largely 
granite. 

$3.00 

•Operator  of  stone  drill  

j    3.00 

3.00 

Ledgeman  .                                               

'   (    1.7o 
1.75 

1.75 
1.50 

Engineer  of  the  boiler  operating  stone  drill    .  .  . 

2  25 

Engineer  of  the  boiler  operating  stone-breaker. 
Blacksmith  

.       2.00 
2.50 

2.25 
2.25 

2.00 

2.50 

Watchman  

1.75 

1.75 

1.75 

Common  laborer.    .        

1.75 

1  .50 

1.50 

1.75 

Water  boy  

1.00 

1.25 

Two  one-horse  carts  and  one  driver  

5  .  00 

5.00 

Coal  per  ton,  2,000  Ibs                      

5  25 

5.25 

5  .  25 

5.50 

Oil  per  gallon  

J      '?? 

.65 

.65 

.65 

Powder  per  box,  50  Ibs.  . 

(      .15 
11.34 

.15 
11.34 

.  15 
11.34 

.  15 

Waste  per  pound 4 9-J  9$  9^  9-J 

Cost  per  cubic  yard,  stone  in  bin  or  crusher 898  1.113  .445  .447 

Cost  per  long  ton ; -834  .991  .37  .372 

•Cost  per  short  ton 745  .885  .33  .332 


MARYLAND    GEOLOGICAL    SURVEY 


309 


COST  AND  PER  CENT  OF  WHOLE  COST  OF  UNITS  OF  LABOR  AND  MATERIAL. 


Labor,  steam  drilling  

Hard  green 
trap-rock      Conglom- 
resembllng        erate 
Hudson  trap       ledge 
in  hardness.       stone. 

cost  per  cu.  yd.    .092             .... 

Cobble-       Cobble- 
stone,         none, 
largely        largely 
trap-rock,     granite. 

ti                   K 

per  cent  of  cost 

10.3 

Coal,  oil,  waste,  powder  and  re- 

pairs   

cost  per  cu.  yd. 

.084 

.018 

.... 

Coal,  oil,  waste,  powder  and  re- 

pairs    

per  cent  of  cost 

9.4 

1.6 

Labor,  hand-drilling  

cost  per  cu.  yd. 

.249 

It                                  U 

per  cent  of  cost 

22.3 

Sharpening  drills  and  tools  

cost  per  cu.  yd. 

.069 

.023 

it                                          U 

per  cent  of  cost 

7.7 

2.1 

Breaking  stone  for  crusher  

cost  per  cu.  yd. 

.279 

.42 

U                                          It 

per  cent  of  cost 

31 

37.8 

Total  cost  of  preparing  stone  for 

. 

crusher  

cost  per  cu.  yd. 

.525 

.681 

Total  cost  of  preparing  stone  for 

crusher  

per  cent  of  cost 

58.4 

61.9 

.... 

Filling  carts  

cost  per  cu.  yd. 

.098 

.127 

Wheel- 

.144 

14                       il 

per  cent  of  cost 

11 

11.4 

barrows. 

32.4 

Carting  to  crusher  

cost  per  cu.  yd. 

.072 

.062 

.314 

.098 

U                                    U 

per  cent  of  cost 

8 

5.6 

70.6 

22 

Feeding  crusher  '  

cost  per  cu.  yd. 

.  053 

.053 

.033 

.065 

"             "         

per  cent  of  cost 

5.9 

4.7 

7.4 

14.5 

Engineer  of  crusher  

cost  per  cu.  yd. 

.031 

.038 

.029 

.086 

U                                           14 

per  cent  of  cost 

3.4 

3.5 

6.5 

8 

Coal,  oil  and  waste  

cost  per  cu.  yd. 

.079 

.05 

.047 

.044 

(I            U                              (1 

per  cent  of  cost 

8.8 

4.5 

10.1 

9.9 

Repairs  

cost  per  cu.  yd. 

.041 

.011 

U 

per  cent  of  cost 

4.5 

2.4 

Moving  and  setting  up  

cost  per  cu.  yd. 

.023 

.019 

"                    "              

per  cent  of  cost 

2.1 

4.2 

Portable  crusher,  watchman 

4.4 

5.4 

6.6 

ROLLERS. 

The  importance  of  rolling  roads  of  all  descriptions  has  been  pre- 
viously discussed.  For  light  rolling,  such  as  is  required  in  preparing 
the  road-bed,  dirt  roads  and  macadam  made  of  softer  materials,  good 
results  are  obtained  with  the  horse-roller. 

A  convenient  pattern  of  this  type  is  shown  in  Figure  31.  This  has 
a  counterbalanced,  swinging  tongue,  so  that  it  is  not  necessary  to  turn 
about  the  roller  itself  in  order  to  retraverse  a  portion  of  the  work.  No 
roller  should  be  employed  that  must  be  turned  about.  The  market 
offers  rollers  of  different  styles  and  of  weights  varying  from  4  to  8 
tons,  which  cost  about  $100  per  ton. 

Except  on  a  very  level  road,  so  many  horses  are  required  to  pull 
the  heavier  rollers  that  the  cost  of  rolling  is  much  more  than  steam- 
20 


310 


CONSTRUCTION  AND  EEPAIE  OF  ROADS 


FIG.  31. — Keversible  horse-roller. 


FIG.  32. — Steam  road-roller. 


MARYLAND    GEOLOGICAL    SURVEY  311 

rolling1.  Besides,  for  most  macadam  work  the  heavier  roller  would 
be  required  and  better  results  can  be  obtained  with  a  steam-roller. 
For  all  road-work  a  12-ton  roller  will  be  found  the  most  convenient. 
The  weights  range  from  10  to  20  tons,  but  the  ones  in  most  general 
use  are  of  the  lighter  kind.  The  pressure  for  each  inch  of  breadth  of 
a  10-ton  roller  is  450  pounds  and  of  the  12-ton  roller  about  550 
pounds.  The  extreme  widths  of  the  different  makes  vary  somewhat, 
the  average  being  about  85  inches  for  a  12-ton  roller.  Figure  32 
shows  one  of  those  machines. 

Prices  of  different  makes  of  steam-rollers  vary  considerably,  rang- 
ing from  $3,000  to  $5,000.  If  more  than  one  machine  is  ordered  at  a 
time  substantial  discounts  can  be  obtained. 

HIGHWAY  LITERATURE. 

For  the  benefit  of  engineers  and  those  wishing  reference  to  standard 
works  on  highways  and  their  construction,  the  following  list  has  been 
compiled.  It  makes  no  pretence  to  completeness : 

HISTORICAL. 

Bloodgood,  S.  A.     Treatise  on  Roads.     Albany,  1838. 

Macadam,  John  London.  Remarks  on  the  present  System  of  Road  Making. 
London,  1822. 

Parnell,  Sir  Henry.     Treatise  on  Roads.     London,  1833. 
Searight,  t.  B.     The  Old  Pike,  Uniontown,  Pa.,  1894. 

CONSTRUCTION  AND  MAINTENANCE. 

Bernard,  H.  Etudes  des  Differents  Gervies  de  Pavages.  Gerardin  & 
Nicolle.  Nancy,  1898. 

Byrne,  A.  T.  A  Treatise  on  Highway  Construction.  John  Wiley  &  Sons, 
New  York,  1897. 

Codrington,  Thos.  Maintenance  of  Macadamized  Roads.  E.  &  F.  N. 
Spon,  London,  2nd  Edit.,  1892. 

Durand-Claye,  C.  L.    Cours  de  Routes.     Baudry  et  Cie.,  Paris,  1895. 

Gillmore,  Q.  A.  Roads,  Streets  and  Pavements.  D.  Van  Nostrand  &  Co., 
New  York,  1876. 

Gillespie,  W.  M.     Roads  and  Railroads.     New  York,  1847. 

Grant,  W.  H.  The  Roads  of  Central  Park.  [Gravel  Roads]  Jour.  Franklin 
Inst.,  vols.  Ixxxiii-lxxxiv,  Philadelphia. 

Herschel,  C.  Science  of  Road  Making.  Wright  &  Potter,  Boston,  1870. 
Reprinted  by  Engineering  News  &  Publishing  Co.,  1877. 

Law,  Henry,  and  Clark,  D.  K.  Roads  and  Streets.  Crosby,  Lockwood 
&  Co.,  London,  1877. 


312  CONSTRUCTION    AND    KEPAIK    OF    ROADS 

Love,  E.  G.  [comp.]  Pavements  and  Roads.  The  Engin.  &  Bldg.  Record 
Co.,  New  York,  1890. 

Meyer,  Gustav,  and  v.  Willmann,  L.  [edit.].  Handbuch  der  Ingenieur- 
wissenschaften.  4  vols.  Vol.  I,  in  two  parts,  treats  of  road-construction. 
Engelmann,  Leipsig,  1897-98. 

North,  E.  P.  Construction  and  Maintenance  of  Roads.  Trans.  Amer. 
Soc.  Civ.  Eng.,  1879. 

Owen,  James.  The  Controverted  Question  in  Road  Construction.  Trans. 
Amer.  Soc.  Civ.  Eng.,  1892. 

Rockwell,  A.  P.  Road  and  Pavements  in  France.  John  Wiley  &  Sons, 
New  York,  1896. 

Shaler,  N.  S.  American  Highways.  The  Century  Co.,  New  York,  1896. 
[A  general  discussion  of  American  highways.] 

Spalding,  F.  P.  Roads  and  Pavements.  John  Wiley  &  Sons,  New  York, 
1898. 

ADMINISTRATION. 

Angell,  J.  K.,  and  Durfee,  T.  A  Treatise  on  the  Law  of  Highways.  Little, 
Brown  &  Co.,  Boston,  3rd  Edit.,  1896. 

Bavier,  S.     Die  Strassen  der  Schweiz.     Ordell  Fiissli  &  Co.,  Zurich,  1878. 

Elliott,  B.  K.  and  W.  F.  The  Laws  of  Roads  and  Streets.  The  Bowen- 
Merrill  Co.,  Indianapolis,  1890. 

Henry,  Ernest.     Traite  des  Chemins  Vicinaux.     Baudry  et  Cie.,  Paris,  1897. 

Jenks,  J.  W.  Road  Legislation  for  the  American  State.  Amer.  Economic 
Assoc.,  Publ.,  Baltimore,  1889. 

Neff,  F.  H.  French  Roads,  their  Administration,  Construction  and  Main- 
tenance. Jour,  of  Assoc.  of  Eng.  Soc.,  1892. 

Potter,  B.  W.  The  Road  and  the  Roadside.  Little,  Brown  &  Co.,  Boston, 
1886. 

Sax,  Emil.  Die  Verkerstnittel  in  Volks-  und  Staatswirthschaft.  2  vols. 
Vol.  I.  Land-  und  Wasserweger.  Vienna,  1878-9. 

Sax,  Emil.  Nausport  und  Communicationswesen.  Handbuch  der  Poli- 
tischen  Oekonomie.  Tiibingen,  1882. 

Stone,  Roy.  New  Roads  and  Road  Laws.  D.  Van  Nostrand  &  Co.,  New 
York,  1894. 

Williams,  Henry  W.,  Chairman.  Report  of  the  Committee  of  the  Maryland 
Road  League,  1893.  Bulletin  No.  1  of  the  Office  of  Road  Inquiry.,  Dept.  of 
Agri.,  Washington,  1894. 

OFFICIAL.   REPORTS. 

California.     Department    of   Highways.     Bulletins   and    Reports. 

Connecticut.     Reports  of  the  Highway  Commissioner.     New  Haven. 

Massachusetts.     Reports  of  the  Highway   Commission.     Boston. 

Ministere  des  Travaux  Publics.  Annales  des  Ponts  et  Chausees.  Paris, 
1831-  . 

Ministere  des  Travaux  Publics.  Determination  Directe  de  la  Qualite  des 
Materiaux  d'Entretien.  Paris,  1880. 

Ministere  des  Travaux  Publics.  Etat  Itineraires  des  Routes  Nationales. 
Paris,  1889. 


MARYLAND    GEOLOGICAL    SURVEY  1513 

New  Jersey.     Reports  of  the  Commissioner  of  Public  Roads.     Trenton. 

New  York.  Good  Roads,  Report  of  Special  Committee  to  the  Legislature. 
Albany,  1896. 

New  York.    Highway  Manual  of  the  State  of  New  York.     Albany,  1898. 

New  York,  State  Engineer  and  Surveyor,  Bulletins  -of  the  office  of. 
Albany. 

New  York  State  Museum,  Bulletin  of.  Vol.  iv,  No.  17.  Road-Materials 
and  Road-building  in  New  York.  Albany,  1897. 

North  Carolina  Geol.  Surv.  Economic  Papers.  No.  2.  Some  Road  Legis- 
lation in  North  Carolina,  J.  A.  Holmes.  Raleigh,  1899. 

Rhode  Island.     Reports  of  the  Commissioner  of  Highways.     Providence. 

U.  S.  Dept.  of  Agriculture.  Office  of  Road  Inquirj'.  Bulletins  and  cir- 
culars. Washington. 

U.  S.  Dept.  of  Agriculture.     Year  Books.     Washington. 

U.  S.  Dept.  of  State.  Special  Consular  Reports.  Streets  and  Highways  in 
Foreign  Countries.  Washington,  1891.  Reissued  with  supplements,  1897. 

U.  S.  Geol.  Survey.  15th  Ann.  Kept.  1893-4.  Preliminary  report  on  the 
Geology  of  the  Common  Roads  of  the  United  States,  N.  S.  Shaler.  Wash- 
ington, 1895. 

U.  S.  Geol.  Survey.  16th  Ann.  Rept.  1894-5.  Part  II.  Geology  of  the 
Road-building  stones  of  Massachusetts  with  some  Considerations  of  similar 
Materials  from  other  parts  of  the  United  States,  N.  S.  Shaler.  Washington, 
1895. 

JOURNALS. 

American  Society  of  Civil  Engineers,  Transactions  of.     New  York. 
Association  of  Civil  Engineers,  Journal  of.     London. 
Engineering  and  Building  Record.     New  York. 
Engineering  News.     New  York. 
Franklin  Institute,  Journal  of.     Philadelphia. 
Good  Roads.     League  of  American  Wheelmen.     Boston. 
Massachusetts  Highway  Association,  Journal  of  (discontinued). 
Municipal  and  Sanitary  Engineers  and  Surveyors  of  Great  Britain,  Pro- 
ceedings of.     London. 

Paving  and  Municipal  Engineering.     Indianapolis. 
Van  Nostrand's  Magazine.     New  York. 


PART  VI 


QUALITIES  OF  GOOD   ROAD-METALS  AND 
THE  METHODS  OF  TESTING  THEM 


BY 

HARRY  FIELDING  REID 


QUALITIES  OF  GOOD   ROAD-METALS  AND 
THE  METHODS  OF  TESTING  THEM. 

BY 

HARRY  FIELDING  REID 


INTRODUCTION. 

The  essential  qualities  of  a  good  road-surface  are  hardness  and 
smoothness  at  all  times;  its  first  cost  should  not  be  too  great,  and  the 
annual  expense  of  maintenance  should  be  as  small  as  possible.  These 
qualities  are  obtained  by  two  methods:  first,  by  proper  construction; 
second,  by  the  selection  of  a  good  road-metal;  and  it  is  a  matter  of 
very  great  importance  to  determine  before  making  the  road  what  is 
the  best  available  material  to  use  on  its  surface.  The  methods  of  con- 
struction have  already  been  given  and  the  means  of  selecting  the  right 
material  will  now  engage  our  attention. 

FORCES  TO  BE  WITHSTOOD  BY  A  ROAD-METAL. 

The  forces  at  work  tending  to  destroy  roads  must  first  be  considered 
in  order  to  see  what  qualities  the  stone  must  have  to  resist  them.1 
These  forces  may  be  divided  into  two  groups:  I,  the  wear  and  tear 
of  travel;  II,  the  forces  of  nature. 

I.  The  travel  on  a  road  tends  to  wear  it  out  in  several  ways:  (1)  by 
the  blows  of  the  horses'  feet;  (2)  by  the  blows  of  the  wheels,  for  no 
road  is  so  smooth  that  the  wheels  do  not  at  times  strike  against,  and 
at  times  fall  from,  slight  projections  and  thus  produce  blows  against 
the  road;  (3)  by  the  action  of  the  horses'  feet  in  pulling  or  holding 

1  An  interesting  article  on  this  subject  has  been  written  by  Mr.  C.  L. 
Whittle  in  Circ.  29,  of  the  Office  of  Road  Inquiry,  United  States  Depart- 
ment of  Agriculture. 


318  QUALITIES    OF    GOOD    ROAD-METALS 

back,  tending  to  pull  the  stones  out  of  place;  (4)  by  friction  of  the 
wheels,  especially  when  brakes  are  used;  and  (5)  by  the  pressure  on 
the  road  due  to  the  weight  of  the  vehicle  and  of  the  horses.  It  is 
evident  that  some  of  these  causes  (3,  4)  tend  to  destroy  the  general 
cohesion  of  the  road  and  to  loosen  the  stones;  others  (1,  2,  4)  tend  to 
break  up  the  pieces  of  stone  themselves  into  smaller  particles  and  to 
grind  them  into  dust;  the  effect  of  pressure  (5)  is  probably  beneficial 
to  a  well-made  stone  road  as  it  tends  to  consolidate  it;  but  a  soft  road, 
or  one  with  too  thin  a  stone  covering,  is  terribly  cut  up  by  the  pressure 
of  the  wheels. 

II.  Natural  forces  are  extremely  important  causes  of  the  destruc- 
tion of  roads.  They  are:  (1)  Heavy  rains,  which  tend  to  wash  the 
road;  (2)  Winds,  which  tend  to  sweep  away  all  the  fine  material 
ground  up  by  the  travel  instead  of  allowing  it  to  become  consolidated 
again  with  the  mass  of  the  road;  they  are  especially  effective  during 
long  droughts  when  the  roads  become  very  dry.1  (3)  In  addition  to  the 
washing  effects  of  heavy  rains,  which  can  be  largely  obviated  by  the 
proper  shaping  of  the  road  to  allow  the  water  to  run  rapidly  off,  there 
is  the  solution  of  the  rock,  and  also  the  general  chemical  decomposi- 
tion.2 But  it  is  probable  that  the  wear  of  the  road-metal  by  travel  is 
so  much  greater  than  the  action  of  decomposition  or  solution  that  we 
may  neglect  these  agents.  (4)  Great  changes  of  temperature.  They 
produce  contractions  and  expansions  of  the  rock,  which  in  extreme 
cases  must  break  the  bonds  holding  together  the  broken  stone,  and 
thus  unravel  the  road.  The  last  three  agents  (3,  4),  however,  have 
not  been  thoroughly  investigated  by  observation,  and  we  may  leave 
them  until  our  knowledge  is  greater.  (5)  Frost.  The  destruction 
of  a  road-bed  by  the  heaving  action  of  frost  and  the  subsequent  break- 
ing up  when  the  thaw  comes  on  are  too  familiar  to  every  one  in  the 
state  to  require  special  description.  It  is  one  of  the  greatest  de- 
stroyers of  roads  without  dry  foundations. 

In  order  to  resist  these  various  agents  of  destruction  the  stone  of 
the  road-surface  must  be  so  hard  and  tough  that  it  will  not  be  readily 

*A  discussion  of  the  climate  of  Maryland  and  its  relations  to  the  roads 
will  be  found  in  the  first  part  of  this  volume. 

2  Mr.  Whittle  has  carefully  considered  these  two  actions. 


MARYLAND    GEOLOGICAL    SURVEY  319 

broken  or  ground  into  small  particles;  the  separate  stones  must  be  so 
firmly  held  together  that  they  cannot  be  easily  knocked  out  of  place; 
and  they  must  become  so  consolidated  that  all  water  will  run  off  the 
surface  of  the  road,  and  the  foundation  be  kept  perfectly  dry.  More- 
over, the  greater  the  specific  gravity  of  the  rock  and  of  its  constituent 
minerals,  the  less  readily  will  the  smaller  particles  into  which  more  or 
less  of  the  surface-rock  is  always  broken  by  travel,  be  blown  or 
washed  away.  It  sometimes  happens  that  so  much  of  this  finer  ma- 
terial is  carried  off  that  the  road's  surface  becomes  a  mass  of  loose 
stones. 

METHODS  OF  TESTING  ROAD-METALS. 

The  large  amounts  of  money  spent  on  the  maintenance  of  roads 
make  it  a  matter  of  very  great  importance  to  select  a  material  that 
will  wear  well;  a  great  saving  can  be  effected  if  we  can  know  before 
building  our  road  what  is  the  best  material  to  use.  Undoubtedly, 
experience  is  the  best  test  of  road-materials;  and  if  we  could  build  a 
mile  or  two  of  roads  of  various  materials  and  in  different  parts  of  the 
state  and  open  them  for  travel  for  a  period  of  years,  and  if  at  the 
end  of  that  time  we  could  make  a  careful  examination  of  the  wearing 
down  of  the  road-surface  and  other  disruptions  of  the  road-bed,  this 
would  undoubtedly  be  the  best  means  of  determining  the  relative 
merits  of  the  various  materials.  But  as  the  number  of  available  ma- 
terials is  very  large  and  the  wear  on  the  road  is  very  uneven,  it  would 
be  necessary  to  make  a  very  large  number  of  measurements  at  dif- 
ferent parts  of  the  various  roads  in  order  to  determine  the  average  wear 
for  each,  and  also  to  keep  a  careful  record  of  the  repairs  that  had 
been  made  in  order  to  allow  for  them ;  and  as  it  would  require  between 
five  and  ten  years'  time  to  get  results  of  any  value,  this  method  is 
evidently  not  at  all  a  practical  one  for  Maryland  at  the  present  time. 
One  must  therefore  turn  to  laboratory  methods  to  determine  the  wear- 
ing qualities  of  a  road-metal  and  its  resistance  to  the  weather,  and  the 
results  are  of  great  value  even  where  they  are  not  as  accurate  as 
might  be  desired. 

MICROSCOPIC    TEST. 

If  thin  sections  of  rock  are  made  and  examined  with  the  micro- 
scope the  structure  of  the  rock  itself  can  be  distinctly  seen.  Exam- 


320  QUALITIES    OF    GOOD    ROAD-METALS 

inations  of  this  kind  show  a  great  variety  of  structure  in  the  different 
rocks;  and  crystalline  rocks  show  not  only  a  great  difference  in  the 
size  of  the  crystals  of  which  they  are  formed,  but  also  a  difference  in 
the  crystals  themselves  and  the  manner  in  which  they  are  united.  A 
glance  at  Plates  VII-XI  will  show  these  differences.  It  will  be  seen 
that  the  diorites,  the  diabases  and  the  related  rocks  are  made  up  of 
minerals  which  are  very  much  intertwined,  and  this  accounts  in  a  great 
degree  for  the  toughness  of  these  rocks  and  the  difficulty  in  breaking 
them.  The  minerals  of  the  granites  and  gneisses,  on  the  other  hand, 
are  not  well  intertwined  and  these  rocks  crumble  more  readily.  The 
quartzites,  which  are  made  up  of  particles  of  quartz  cemented  together 
but  not  intertwined,  may  be  more  or  less  easily  disrupted  according  to 
the  strength  of  the  cement;  and  the  same  may  be  said  of  the  sandstones. 
In  marbles  not  only  do  the  crystals  themselves  break  very  readily, 
but  they  are  not  strongly  cemented  together.  The  limestones,  made 
up  originally  of  small  particles  of  fairly  hard  material,  which  are 
cemented  together  by  a  cement  practically  as  strong  as  the  particles 
themselves,  form  very  compact  rocks  which  do  not  crumble,  but  they 
are  often  not  very  strong.  This  method  does  not  give  the  relative 
wearing  powers  of  rocks,  and  cannot  be  looked  upon  as  a  satisfactory 
test;  but  it  is  valuable  in  making  clear  the  causes  of  the  differences  in 
strength',  and,  therefore,  in  suggesting  among  what  classes  of  rocks 
good  road-making  materials  wTill  probably  be  found. 

ABRASION    TEST. 

In  France,  where  the  most  careful  work  has  been  carried  on  for  the 
greater  part  of  this  century,  they  have  now  adopted  an  experimental 
test  of  the  resistance  of  rock  to  wear.  The  machine  which  they  use 
for  this  purpose  was  invented  by  a  French  engineer,  Deval,  and  is 
called  by  his  name.  It  was  first  exhibited  at  the  French  Exposition 
in  1878,  and  was  immediately  adopted  as.  the  best  method  of  deter- 
mining beforehand  the  relative  wearing  powers  of  rocks.1  By  its  use 
a  large  number  of  tests  have  been  made  of  the  various  rocks  used  on 

1  Determination  Directe  de  la  Qualite  des  Materiaux  d'Entretien.  Minis- 
tere  des  Travaux  Publics.  Paris,  1880. 


MARYLAND  GEOLOGICAL  SURVEY. 


VOLUME  III,  PLATE  XXIX. 


TlieFriedenwaWOo. 

TESTING  LABORATORY    OF  THE  MARYLAND  GEOLOGICAL  SURVEY,  SHOWING   DEVAL 

ABRASION  MACHINE  AND    REVOLVING  CYLINDRICAL  SIEVE  FOR 

DETERMINING  VALUES  OF  ROAD  MATERIALS. 


MARYLAND    GEOLOGICAL    SURVEY  321 

the  French  roads,  and  the  results  are  in  very  satisfactory  accordance 
with  results  obtained  by  many  years'  study  of  the  roads  themselves. 
The  engineers  in  charge  of  the  roads  send  samples  of  the  various 
available  materials  to  the  testing  laboratory  in  Paris,  and  their  selec- 
tion is  governed  by  the  result  of  the  test.  A  machine  of  this  kind  has 
been  used  for  some  years  by  the  Massachusetts  Highway  Commis- 
sion, and  one  has  been  installed  in  the  Maryland  Survey  laboratory, 
and  has  been  at  work  for  the  past  year  testing  the  values  of  rocks  from 
all  sections  of  the  state.  The  machine  is  shown  in  Plate  XXIX.  It 
consists  essentially  of  an  iron  cylinder  20  centimeters  (8  inches)  in 
diameter  and  34  centimeters  (13£  inches)  deep,  mounted  diagonally 
on  a  rotating  axle.  The  stone  to  be  tested  is  broken  into  pieces  that 
will  just  pass  through  a  2^-inch  ring  and  5  kilograms  (11  Ibs.)  of  this 
broken  stone  are  placed  in  the  cylinder,  which  is  then  firmly  closed  and 
rotated  at  the  rate  of  about  30  turns  to  the  minute  for  5  hours, 
making  altogether  10,000  revolutions;  a  counter  shows  when  the 
proper  number  of  revolutions  has  been  made.  At  each  turn  the  stone 
rolls  over  from  one  end  of  the  cylinder  to  the  other  and  the  edges 
are  gradually  broken  oft'  and  the  small  particles  thus  formed  are 
ground  to  fine  dust.  Before  being  placed  in  the  cylinder  the  stone  is 
carefully  cleaned  and  weighed ;  after  the  experiment  it  is  again  cleaned 
and  weighed  together  with  all  particles  larger  than  tV  of  an  inch. 
The  difference  between  these  weighings  gives  the  amount  of  dust 
formed  and  is  the  test  of  the  wearing  quality  of  the  stone.  The 
French  engineers  have  adopted  a  coefficient  of  wear  to  indicate  the 
quality  of  the  stone.  They  find  that  very  few  rocks  when  subjected  to 
this  test  form  less  dust  than  20  grams  to  each  kilogram  of  rock  (equal 
to  about  2  per  cent),  and  they  adopt  the  number  20  as  the  coefficient 
of  the  best  rocks.  The  coefficient  of  other  rocks  is  obtained  by  multi- 
plying this  number  by  20  divided  by  the  amount  of  dust  formed  per 
kilogram  of  rock,  namely: 
20  X  20 

*  =    "IT 

where  q  =  the  coefficient  of  wrear, 

u  =  quantity  of  dust  formed  per  kilogram. 


322  QUALITIES    OF    GOOD    ROAD-METALS 

It  will  be  readily  seen  that  the  rock  which  produces  40  grams  of 
dust  to  the  kilogram  will  have  a  coefficient  of  wear  10;  and,  in  gen- 
eral, the  coefficient  is  inversely  proportional  to  the  amount  of  dust, 
formed  in  the  test. 

The  machine  installed  in  the  Survey  laboratory  was  made  for  us  in, 
Paris  and  has  two  cylinders  so  that  two  tests  can  be  carried  on  at  the 
same  time.  The  time  necessary  to  weigh  the  rock  before  and  after 
the  test  and  the  time  of  the  test  itself  rarely  allows  tests  of  more  than 
two  rocks  to  be  made  daily  with  our  machine. 

Objection  has  been  made  to  this  method  of  determining  the  wear- 
ing qualities  of  rocks  on  the  ground  that  it  does  not  exactly  resemble 
the  wear  to  which  the  rock  is  subjected  on  the  road,  and  that  it  does 
not  measure  the  resistance  of  the  rock  to  the  natural  agents  of  de- 
struction. This  is  perfectly  true,  but  the  experience  of  the  French 
engineers  for  the  last  twenty  years  shows  that  the  test  is  very  valuable ;. 
and  by  supplementing  it  with  other  tests,  a  very  accurate  idea  of  the 
relative  values  of  road-metals  can  be  formed. 

CRUSHING    TEST. 

The  resistance  to  the  crushing  action  of  blows  can  be  measured  by 
determining  the  force  of  the  blow  necessary  to  fracture  a  piece  of  the 
rock  of  a  given  size.  This  test  can  be  carried  out  by  the  machine  de- 
scribed in  the  next  paragraph,  but  up  to  the  present  there  has  not  been 
any  opportunity  for  applying  it. 

CEMENTATION    TEST. 

After  resistance  to  wear  the  most  important  quality  in  a  road-mak- 
ing material  is  the  power  of  consolidating  into  a  solid  mass,  which  will 
shed  water  from  the  road-bed,  and  keep  the  foundation  dry.  This 
consolidation  also  holds  the  stones  in  their  places,  and  prevents  them 
from  being  kicked  out  by  the  horses.  After  the  broken  stone  is  laid 
the  road  should  be  thoroughly  watered  and  rolled  so  as  to  bring  the 
stones  into  as  close  contact  as  possible.  But  even  when  this  is  done  it 
is  found  that  the  empty  spaces  amount  to  about  25  per  cent  of  the- 
total  space  occupied  by  the  road  itself.  Screenings  of  the  road  mater- 


MARYLAND  GEOLOGICAL  SURVEY. 


VOLUME  III,   PLATE  XXX. 


The  Frledeowald  Co. 

TESTING    LABORATORY  OF  THE  MARYLAND  GEOLOGICAL  SURVEY,  SHOWING 

MACHINE    FOR  MAKING  BRIQUETTES  AND  PAGE  MACHINE  FOR 

DETERMINING  CEMENTATION-POWER  OF  STONE-DUST. 


MARYLAND    GEOLOGICAL    SURVEY  323 

ial  are  usually  put  on  the  top  of  the  road,  watered  and  rolled  in,  for 
the  purpose  of  filling  up  these  spaces  as  far  as  possible  and  thus  con- 
solidating the  road.  Any  fine  material  will  do  to  fill  the  space,  but 
it  is  important  that  this  should  be  a  material  which  will  not  only  fill 
the  space,  but  which  will  cement  the  stones  together,  as  this  makes 
a  much  more  solid  structure.  The  screenings  made  during  the 
crushing  of  the  stone  are  very  suitable  for  this  purpose,  and  the  travel 
of  the  road,  which  will  in  time,  by  slight  movement  of  the  stones  them- 
selves, produce  a  small  quantity  of  dust,  also  helps  to  fill  the  voids. 
If  this  dust  and  the  screenings  have  a  good  cementing  power  they  will 
hold  together  the  larger  pieces  of  stone  and  make  a  solid  road-bed  prac- 
tically impervious  to  water.  Therefore  the  determination  of  the 
cementing  power  of  the  dust  formed  by  the  grinding  of  the  rock  is  a 
test  of  great  value.  For  this  purpose  the  dust  produced  in  the  Deval 
machine  is  passed  through  a  rotating  screen,  having  100  meshes  to  the 
inch  and  all  the  dust  that  will  go  through  is  collected  and  formed  into 
a  briquette.  If  sufficient  dust  has  not  been  produced  by  the  regular  test 
a  heavy  piece  of  iron  is  put  into  the  cylinder  with  the  stone  and  fn  a 
comparatively  short  time  sufficient  rock  is  ground  up  for  the  purpose. 
The  dust,  mixed  with  a  definite  quantity  of  water,  is  put  into  a  small 
steel  die  and  compressed  by  a  machine  under  a  pressure  of  500  kilo- 
grams (1100  Ibs.).  The  briquette  thus  formed  is  25  millimeters 
(.98  inch)  in  diameter  and  25  millimeters  high.  It  is  easy  after  the 
first  briquette  is  made  to  determine  the  quantity  of  dust  for  that  par- 
ticular stone  necessary  to  make  a  briquette  of  the  proper  size  within  a 
very  small  fraction.  These  briquettes  are  laid  aside  for  two  weeks  to 
dry,  and  are  then  subjected  to  the  test  to  determine  the  cementing 
power.  This  consists  of  striking  the  briquette  a  number  of  light  blows 
with  a  hammer  weighing  one  kilogram  (2.2  Ibs.)  and  the  number  of 
blows  necessary  to  break  the  briquette  is  the  measure  of  the  cementa- 
tion value.  The  machine  by  which  this  test  is  made  was  developed  by 
the  Massachusetts  Highway  Commission;  so  far  there  are  but  three  of 
them  in  use,  one  in  Massachusetts,  one  in  New  York  and  one  in 
Maryland.  It  consists  essentially  of  a  hammer  weighing  one  kilo- 
gram, which  is  raised  a  certain  distance  and  allowed  to  fall  upon  the 


324  QUALITIES    OF    GOOD    ROAD-METALS 

briquette.  The  hammer  is  connected  with  a  screw  which  is  continu- 
ally rotating  and  is  so  arranged  that  it  will  be  raised  automatically  and 
dropped  through  a  distance  which  can  be  definitely  fixed.  The  dis- 
tance adopted  on  our  tests  was  one  centimeter  (f  inch),  and  a  slight 
adjustment  of  the  scale  enables  us  accurately  to  obtain  this  value  even 
when  the  briquettes  are  of  slightly  different  heights.  A  small  drum 
carrying  a  paper  on  which  a  pointer  marks,  indicates  the  number  of 
blows  before  the  briquette  is  broken.  It  is  found  in  the  beginning  that 
there  is  a  certain  rebound  of  the  hammer  marked  on  the  drum,  but 
when  the  elastic  limit  of  the  briquette  is  passed  these  rebounds  no 
longer  occur,  although  the  briquette  may  not  have  been  entirely 
destroyed;  this  point  is  taken  as  the  breaking  down  of  the  briquette. 
The  machine  is  a  most  excellent  one  and  was  made  for  us  through  the 
courtesy  of  Mr.  L.  W.  Page  of  the  Massachusetts  Highway  Commis- 
sion, who  designed  and  superintended  its  construction.  Its  general 
form  will  be  seen  in  Plate  XXX.  A  large  number  of  these  tests  have 
been  made  with  this  machine  of  rocks  taken  from  all  parts  of  the  state, 
and  the  results  have  proved  very  instructive.  They  show  in  general 
that  quartzites,  sandstones,-  granites,  gneisses,,  and  marble  possess  very 
little  cementing  power;  some  of  them,  indeed,  breaking  down  with  two 
or  three  blows;  whereas  limestones  and  some  trap-rocks  show  a  high 
power  of  cementation  and  stand  thirty  or  forty  blows  before  giving 
way.  Other  trap-rocks  have  not  proved  so  good. 

The  cementation  power  of  the  dust  is  due  in  general  to  the  oxide  of 
iron  or  the  lime  which  it  contains.  Mr.  Whittle  '  has  shown  that  the 
small  amount  of  clay  formed  by  the  disintegration  of  the  feldspar  of 
igneous  rocks  is  also  an  important  agent  of  cementation. 

VALUE    OF    THE    TESTS. 

The  great  importance  of  the  experiments  makes  itself  evident 
from  the  fact  that  rocks,  which  might  be  looked  upon  as  practically 
equal  in  value  as  road-metals,  show  a  very  remarkable  difference  when 
subjected  to  the  tests;  thus  enabling  us  to  effect  a  material  saving  by 
selecting  the  better  kind.  An  example  of  this  occurred  last  spring 

1  Op.  cit.,  p.  11. 


MARYLAND  GEOLOGICAL  SURVEY. 


VOLUME  III,  PLATE  XXXI. 


FIG.  1.— MARBLE,   BALTIMORE  COUNTY. 


FIG.  2.— LIMESTONE,  WASHINGTON  COUNTY. 


The  Frledenwald  Co. 

FlG.  3.— TRAP  ROCK,   DIABASE,   FREDERICK  COUNTY. 
I 

VIEW  OF  ROCK  FRAGMENTS  BEFORE  AND  AFTER  THE  ABRASION   TEST. 

(TWO-THIRDS  NATURAL    SIZE) 


MARYLAND    GEOLOGICAL    SURVEY  325 

when  samples  of  rock  were  submitted  to  us  for  examination  by  the 
City  Commissioner  of  Baltimore.  The  rocks  were  to  be  used  in  build- 
ing roads  in  some  of  the  outer  portions  of  the  city.  Our  results  showed 
that  the  best  of  the  rocks  would  give  nearly  twice  the  wear  of  the 
worst,  and  the  engineers  decided  to  use  it.  The  costs  of  the  rocks  were 
about  equal. 

RESULTS  OF  TESTS  MADE  BY  THE  MARYLAND  SURVEY. 

The  Highway  Division  has  made  tests  of  about  a  hundred  and  sixty 
rocks,  gathered  from  different  parts  of  the  state;  the  results  are  col- 
lected in  the  table,  and  summarized  as  follows: 

Coefficient  Cementation 

ot  Wear.  Test. 

Trap-rocks 5.7-26.1  1-16 

Serpentine 5.8-21.2  10-300 

Granitic  and  qnartzitic  rocks 2.6-16.3  1-13 

Limestones 4.8-16. 8  1-73 

Sandstones 5    -IB  0-28 

In  this  and  the  subsequent  tables  the  figures  signify  : 

Wear.  Cemen  Wea  ement. 

1-7 1-4     bad.  12-17 10-20     good. 

7-12 4-10  fair.  17- 20-        excellent. 

An  examination  of  the  table  shows  great  differences  existing  not 
only  between  rocks  of  different  kinds  but  between  rocks  of  the  same 
kind.  Some  rocks  will  have  splendid  qualities  of  wear,  and  poor 
qualities  of  cementation,  and  vice  versa.  They  vary  also  in  their 
specific  gravity.  The  conclusion  is  therefore  drawn  that  although  in 
general  the  traps  and  limestones  make  the  best  roads,  still  this  is 
merely  a  general  statement,  and  it  is  always  of  great  advantage  to 
make  a  test  of  each  rock  before  using  it  in  order  to  find  its  individual 
value.  It  is  hoped  that  the  opportunities  for  doing  this  work  pro- 
vided by  the  Highway  Division  of  the  Maryland  Geological  Survey 
will  be  made  use  of  by  the  people  of  the  state  as  largely  as  possible. 
The  time  has  been  so  short  since  this  work  was  organized  that  it  has 
been  impossible  to  do  more  than  adopt  methods  already  in  use,  but 
it  is  expected  that  careful  experiments  will  be  made  in  the  future 

with  the  hope  of  increasing  the  accuracy  and  reliability  of  the  tests. 
21 


326  QUALITIES    OF    GOOD    ROAD-METALS 

The  selection  of  the  road-metal  for  a  given  road  is  not  always 
a  perfectly  simple  matter.  The  problem  consists  in  selecting  the  rock 
which  will  make  a  hard  and  smooth  road-surface  at  the  lowest  cost  for 
first  construction  and  subsequent  maintenance.  To  do  this  it  is 
necessary  to  take  into  consideration  the  special  conditions  applying 
to  the  road/ namely:  (1)  The  amount  and  nature  of  travel.  For  a 
road  subjected  to  a  great  amount  of  heavy  traffic,  wearing  power  is 
more  important  than  cementation  power,  as  the  travel  packs  the  stone 
down,  whereas  a  lightly-traveled  road  does  not  require  so  hard  a  mate- 
rial, but  it  should  consolidate  easily.  (2)  The  climate.  In  regions 
like  parts  of  England  and  France,  where  there  are  neither  heavy  rains 
nor  great  droughts  and  no  extremes  of  temperature,  the  binding 
power  is  of  less  value  than  in  parts  of  our  own  country  where  opposite 
climatic  conditions  prevail,  and  we  must  even  consider  the  differences 
of  climate  in  different  sections  of  our  state.  (3)  The  relative  costs  of 
different  materials.  This  depends  on  the  relative  location  of  the 
materials  with  respect  to  the  road  and  the  different  costs  of  preparing 
them.  A  careful  balancing  of  all  these  factors  will  enable  the  engi- 
neer to  choose  the  material  which  will  be  the  most  economical  on 
the  whole,  but  evidently  great  care  and  skill  will  have  to  be  exercised 
to  prevent  considerable  waste  of  money. 

LABORATORY  OF  THE  HIGHWAY  DIVISION. 

The  laboratory  in  which  the  machines  are  placed  is  a  small  brick 
building  erected  for  the  purpose  on  the  south  side  of  the  Johns  Hop- 
kins University.  Besides  the  regular  testing-machines  which  have 
been  described,  there  are  in  the  building  a  lathe,  apparatus  for  grind- 
ing thin  sections  of  rock,  and  a  rock-saw.  The  machinery  is  run  by 
one  of  two  small  electric  motors,  one  wound  to  110  volts,  the 
power  for  which  is  furnished  gratuitously  by  the  University  for 
about  eight  and  one-half  months  of  the  year.  During  the  time  when 
the  University  power-house  is  not  running,  power  is  obtained  from 
tEe  United  Electric  Light  and  Power  Company,  and  as  their  voltage 
is  220,  it  was  necessary  to  have  a  second  motor  wound  to  its  voltage. 
These  motors  are  both  C.  &  C.  and  have  given  excellent  satisfaction. 


MARYLAND  GEOLOGICAL  SURVEY. 


VOLUME  III,  PLATE  XXXII. 


FIG.  1.— MARBLE,   BALTIMORE  COUNTY. 


FIG.  2.— LIMESTONE,  WASHINGTON  COUNTY. 


FIG.  3.-LIMESTONE,  WASHINGTON  COUNTY. 


The  Frtedenwald  Co. 


FIG.  4.— TRAP  ROCK,  GABBRO,   BALTIMORE  COUNTY. 


VIEW  OF  BRIQUETTES  BEFORE  AND  AFTER  THE  CEMENTATION  TEST. 

(SLIGHTLY  REDUCED  IN  SIZE.) 


MABYLAND    GEOLOGICAL    SUEVEY 


327 


RESULTS  OF  TESTS  OF  ROAD-METALS 
Obtained  by  the  Highway  Division,  Maryland  Geological  Survey.1 

TRAP  ROCKS. 

Common  Name. 

Trap  (or  Nigger-head) 
Trap  (or  Nigger-head) 
Trap  (or  Nigger-head) 
Trap  (or  Nigger-head) 
Trap  (or  Nigger-head) 
Trap  (or  Nigger-head) 
Trap  (or  Nigger-head) 
Trap  (or  Nigger-head) 
Trap  (or  Nigger-head) 
Trap  (or  Nigger-head) 
Trap  (or  Nigger-head) 
Trap  (or  Nigger-head) 
Trap  (or  Nigger-head) 
Trap  (or  Nigger-head) 
Trap  (or  Nigger-head) 
Trap  (or  Nigger-head) 
Trap  (or  Nigger-head) 
Serpentine 
Serpentine 
Serpentine 
Serpentine 

Trap  (or  Nigger-head) 
Gettysburg  Granite 
Trap  (or  Nigger-head) 
Trap  (or  Nigger-head) 
Trap  (or  Nigger-head) 
Trap  (or  Nigger-head) 
Chlorite  schist 
Trap  (or  Nigger-head) 
Trap  (or  Nigger-head) 
Trap  (or  Nigger-head) 
Trap  (or  Nigger-head) 
Trap  (or  Nigger-head) 
Trap  (or  Nigger-head) 
Trap  (or  Nigger-head) 
Serpentine 
Serpentine 
Trap 
Granite 


No. 
of 
Test. 

County. 

Scientific  Name. 

86 

Baltimore  City 

Gabbro 

66 

Baltimore  City 

Gabbro-schist 

75 

Baltimore  City 

Gabbro-  schist 

71 

Baltimore  City 

Diorite 

73 

Baltimore 

Gabbro 

79 

Baltimore 

Gabbro 

80 

Baltimore 

Gabbro 

84 

Baltimore 

Gabbro 

129 

Baltimore 

Gabbro 

161 

Baltimore 

Gabbro-diorite 

163 

Baltimore 

Gabbro-diorite 

95 

Baltimore 

Gabbro-schist 

131 

Baltimore 

Gabbro-schist 

147 

Baltimore 

Gabbro-schist 

150 

Baltimore 

Gabbro-schist 

154 

Baltimore 

Gabbro-schist 

157 

Baltimore 

Gabbro-schist 

10 

Baltimore 

Serpentine 

78 

Baltimore 

Serpentine 

142 

Baltimore 

Serpentine 

156 

Baltimore 

Peridotite 

98 

Frederick 

Diabase 

100 

Frederick 

Diabase 

121 

Frederick 

Diabase 

124 

Frederick 

Diabase 

182 

Frederick 

Diabase 

138 

Frederick 

Diabase 

126 

Frederick 

Catoctin  schist 

21 

Harford 

Gabbro-diorite 

22 

Harford 

Gabbro-diorite 

152 

Harford 

Gabbro-schist 

122 

Howard 

Gabbro 

85 

Howard 

Gabbro-diorite 

137 

Howard 

Gabbro-schist 

88 

Howard 

Diabase 

113 

Montgomery 

Peridotite 

133 

Montgomery 

Serpentine 

120 

Montgomery 

Diabase 

134 

Montgomery 

Diorite 

roeffl- 
ctent  of 
Wear. 

Cemen- 
tation. 

20.9 

3 

5.7 

3 

6.7 

6 

13.4 

4 

15.4 

2 

12.6 

15.2 

2 

11.2 

1 

14.6 

2 

16.5 

20.3 

13.6 

13 

5.8 

5 

13.9 

4 

10.2 

1 

11.7 

1 

12.8 

4 

5.8 

156 

7.9 

300 

6.2 

66 

6.0 

23.7 

1 

9.9 

1 

22.4 

16 

20.1 

3 

19.2 

4 

26.1 

3 

5.9 

3 

13.2 

4 

12.6 

3 

8.7 

19.5 

7 

12.1 

2 

16.6 

11 

14.8 

8 

9.3 

9 

21.2 

10 

18.7 

11.5 

6 

1  The  methods  of  testing  are  described  on  pp.  320,  322. 


328 


QUALITIES    OF    GOOD    ROAD-METALS 


GRANITIC  AND  QUARTZITIC  HOCKS. 


No. 
of 
Test. 

County. 

Scientific  Name. 

Common  Name. 

Coeffi- 
cient of 
Wear. 

Cemen- 
tation. 

83 

Baltimore  City 

Gneiss 

Gneiss 

16.1 

1 

87 

Baltimore  City 

Gneiss 

Gneiss 

11.8 

2 

82 

Baltimore 

Gneiss 

Gneiss 

15.5 

12 

93 

Baltimore 

Gneiss 

Elkridge  Granite 

16.3 

1 

148 

Baltimore 

Gneiss 

Gneiss 

9.4 

1 

149 

Baltimore 

Gneiss 

Gneiss 

5.7 

3 

92 

Baltimore 

Granite 

Granite 

9.2 

2 

112 

Baltimore 

Gneiss 

Granite 

6.3 

63 

Baltimore 

Microcline 

Feldspar 

5.6 

2 

143 

Baltimore 

Quartz-schist 

Sandstone 

6.4 

1 

153 

Baltimore 

Quartz-schist 

Sandstone 

3.4 

81 

Cecil 

Diorite 

Gmiite 

13.3 

1 

128 

Cecil 

Diorite 

Granite 

10.0 

1 

96 

Frederick 

Calcareous  quartzite 

Sand-rock 

16.1 

13 

135 

Harford 

Gneiss 

Gneiss 

14.7 

1 

144 

Harford 

Quartz 

Flint  or  quartz 

6.2 

2 

145 

Harford 

Sericite  schist 

Micaceoxis   sand- 

stone 

2.6 

6 

53 

Howard 

Hornblende  gneiss 

Gneiss 

9.7 

1 

12 

Howard 

Granite 

Granite 

11.1 

16 

Howard 

Granite 

Granite 

8.5 

3 

28 

Howard 

Granite 

Granite 

15.2 

1 

118 

Howard 

Granite 

Granite 

10.7 

10 

18 

Montgomery 

Micaceous  schist 

Gneiss 

4.8 

3 

11 

Washington 

Quartzite 

Quartzite 

13.8 

4 

17 

Washington 

Quartzite 

Sandstone 

11.7 

1 

56 

Washington 

Quartzite 

Sandstone 

9.7 

v't 

No. 
ot 
T 

County. 

LIMESTONES, 
Scientific  Name. 

Common  Name. 

Coeffi- 
cient of 
Wear. 

Cemen- 
tation. 

36 

Allegany 

Helderberg  limestone 

Limestone 

9.8 

12 

37 

Allegany 

Helderberg  limestone 

Limestone 

9.0 

72 

38 

Allegany 

Helderberg  limestone 

Limestone 

9.2 

10 

40 

Allegany 

Helderberg  limestone 

Limestone 

7.4 

7 

46 

Allegany 

Helderberg  limestone 

Limestone 

7.9 

30 

51 

Allegany 

Helderberg  limestone 

Limestone 

6.7 

32 

52 

Allegany 

Helderberg  limestone 

Limestone 

8.0 

12 

31 

Allegany 

Greenbrier  limestone 

Brown  limestone 

10.5 

73 

41 

Allegany 

Greenbrier  limestone 

Sandstone 

11.8 

7 

42 

Allegany 

Greenbrier  limestone 

Limestone 

9.7 

24 

43 

Allegany 

Greenbrier  limestone 

Limestone 

11.9 

26 

48 

Allegany 

Greenbrier  limestone 

Limestone 

9.5 

15 

54 

Allegany 

Greenbrier  limestone 

Sandstone 

11.4 

7 

58 

Allegany 

Greenbrier  limestone 

Sandstone 

9.3 

155 

Baltimore 

Marble 

Marble 

6.0 

104 

Carroll 

Marble 

Marble 

9.2 

MARYLAND    GEOLOGICAL    SURVEY 


329 


No. 
of 
Test. 

County. 

119 

Carroll 

103 

Frederick 

106 

Frederick 

108 

Frederick 

110 

Frederick 

115 

Frederick 

140 

Frederick 

141 

Frederick 

109 

Montgomery 

5 

Washington 

6 

Washington 

8 

Washington 

13 

Washington 

14 

Washington 

27 

Washington 

30 

Washington 

70 

Washington 

50 

[Harper's 
Ferry] 

102 

Washington 

No. 
of 
Test. 

County. 

151 

Calvert 

97 
85 

Carroll 
Garrett 

39 

Garrett 

68 

Howard 

9 

Montgomery 

23 

Washington 

25 

Washington 

19 

Washington 

20 

Washington 

No. 
of 
Test. 

County. 

114 

Howard 

146 

Howard 

158 

[Chesapeake 

Scientific  Name. 

Coeffi- 
cient of 
Wear. 

Cemen- 
tation- 

Crystalline  limestone 

Crystalline  lime- 

4.8 

1 

stone 

Shenandoah  limestone 

Shaly  limestone 

5.8 

10 

Shenandoah  limestone 

Limestone 

9.4 

3 

Shenandoah  limestone  ' 

Limestone 

8.5 

4 

Shenandoah  limestone 

Shaly  limestone 

7.3 

15 

Shenandoah  limestone 

Limestone 

8.8 

6 

Shenandoah  limestone 

Marble 

6.7 

11 

(crystalline) 

Shenandoah  limestone 

Limestone 

10.1 

8 

Triassic  conglomerate 

Calico  rock 

11.7 

23 

Shenandoah  limestone 

Limestone 

16.0 

18 

Shenandoah  limestone 

Limestone 

9.0 

17 

Shenandoah  limestone 

Limestone 

16.8 

7 

Shenandoah  limestone 

Limestone 

14.9 

6 

Shenandoah  limestone 

Limestone 

8.3 

7 

Shenandoah  limestone 

Limestone 

10.0 

10 

Shenandoah  limestone 

Limestone 

7.5 

14 

Shenandoah  limestone 

Limestone 

9.7 

13 

Shenandoah  limestone 

Limestone 

6.9 

Helderberg  limestone 

Limestone 

8.3 

27 

SANDSTONES. 

Scientific  Name. 

Common  Name. 

Coeffi- 
cient of 
Wear. 

Cemen- 
tation. 

Miocene  sandstone 

Sandstone 

5.0 

Triassic  sandstone 

Brown  sandstone 

7.0 

28 

Pottsville  sandstone 

Sandstone 

8.9 

0 

Pottsville  sandstone 

Sandstone 

6.7 

10 

Potomac  sandstone 

Ironstone 

6.4 

2 

Triassic  sandstone 

Red  sandstone 

10.4 

13 

Oriskany  sandstone 

Sandstone 

6.5 

1 

Oriskany  sandstone 

Sandstone 

9.3 

1 

Catskill  sandstone 

Brown  sandstone 

13.0 

15 

Catskill  sandstone 

Brown  sandstone 

11.7 

20 

MISCELLANEOUS. 

Coeffi- 

Scientific Name. 

Common  Name. 

cient  of 
Wear. 

tation. 

Magnetite-schist 

Iron  ore 

6.8 

0 

Slag 

Slag 

8.8 

2 

ly]            Oyster-shells 

Oyster-shells 

1.1 

100 

This  table  is  valuable  to  show  the  great  differences  that  exist  be- 
tween various  specimens  of  the  same  kind  of  rock,  and  to  give  infor- 
mation regarding  the  grade  of  road-metal  which  exists  in  a  particular 


330  QUALITIES    OF    GOOD    ROAD-METALS 

locality.  Although  it  would  be  necessary  to  test  any  stone  offered 
for  use  on  a  road,  the  table  would  show  whether  it  was  the  best  road- 
metal  of  the  region;  and  if  not,  where  to  look  for  a  better  one.  The 
greater  the  number  of  rocks  tested  from  all  parts  of  the  state,  and 
even  from  adjoining  states,  the  more  useful  does  the  table  become. 
This  study  of  the  values  of  rocks  in  all  parts  of  the  state  is  to  the 
road-builder  what  a  geological  survey  is  to  the  mining-engineer. 

The  exact  localities  from  which  the  specimens  came  have  not  been 
given  in  the  table,  but  they  are  kept  in  the  records  of  the  Highway 
Division  and  can  be  obtained  on  application. 


PART  VII 


THE  ADMINISTRATION  OF  ROADS 


BY 

HARRY  FIELDING  REID 


THE  ADMINISTRATION  OF  ROADS. 

BY 

HARRY  FIELDING  REID. 


THE  ADMINISTRATION  OF  ROADS  IN  MARYLAND. 

The  method  of  administering  the  roads  of  Maryland  is  outlined  in 
the  laws  of  the  state.  These  were  codified  in  1888,  and  since  then 
amendments  have  been  made  and  new  laws  added  at  every  session 
of  the  General  Assembly.  They  are  divided  into  two  groups:  first, 
Public  General  Laws,  applying  to  all  the  counties  of  the  state;  and 
second,  Public  Local  Laws,  applying  to  special  counties  or  parts  of 
counties.  Some  of  the  enactments  relating  to  the  subject  of  highways 
are  of  no  general  interest,  .such  as  laws  allowing  the  building  of  a 
private  road  or  a  bridge  at  a  particular  point;  or  laws  permitting  the 
County  Commissioners  to  levy  a  special  tax  to  meet  a  deficit,  and  they 
will  not  engage  attention.  But  the  general  regulations  regarding  the 
administration  of  the  roads  within  the  state  are  of  especial  interest  in 
the  present  connection.  They  will  be  discussed  in  the  succeeding 
pages  in  their  relation  to  the  establishment  of  roads,  the  source  and 
expenditure  of  revenue  and  the  manner  of  preserving  the  records  of 
work  accomplished. 

THE  OPENING  AND  CLOSING  OF  ROADS. 

It  is  sometimes  necessary  to  open  new  roads  or  to  alter  or  close 
roads  in  use.1  For  this  purpose  persons  desiring  the  change  must 
petition  the  County  Commissioners,  and  general  notice  of  this  petition 
must  be  given  the  county  in  order  that  other  persons  opposing  the 
change  may  have  opportunity  to  offer  counter-petitions.  If  the 

1  Frederick  and  Wicomico  counties  have  very  full  laws  on  this  subject. 


THE    ADMINISTRATION    OF    KOADS 

County  Commissioners  deem  it  expedient  to  make  the  change  or  to 
look  further  into  the  subject,  they  appoint  three  persons  as  exam- 
iners, who  carefully  consider  the  whole  matter,  and,  if  necessary,  have 
a  survey  made  of  the  road;  they  determine  the  amount  of  damages 
which  shall  be  paid  to  some  property  owners  and  the  benefits  to  be  paid 
by  others,  and  submit  their  report  to  the  County  Commissioners,  who 
may  make  such  changes  in  it  as  they  think  best,  rejecting  it  altogether 
if  they  so  decide.  It  is  also  within  the  powers  of  the  County  Com- 
missioners to  decide  whether  the  cost  of  a  road  shall  be  met  by  the 
county,  by  the  petitioners,  or  by  the  two  combined.1  Any  one  to 
whom  the  decision  of  the  County  Commissioners  is  not  satisfactory  has 
the  right  of  appeal  to  the  Circuit  Court.  This  is  a  general  right,  but 
it  is  especially  mentioned  in  the  laws  of  Baltimore,  Frederick,  and 
Wicomico  counties. 

When  roads  are  opened  under  this  law  they  must  be  at  least  30  feet 
wide,  but  there  are  exceptions  to  this  rule  in  the  case  of  several 
-counties. 

All  persons  owning  land  have  a  right-of-way  from  their  land  "  to 
places  of  public  worship  and  mills,  market  towns,  public  ferries  and 
•court  houses;  "  and  if  no  suitable  road  exists  for  these  purposes  they 
may  apply  to  the  County  Commissioners  to  afford  them  a  private 
road.  The  County  Commissioners  then  appoint  three  commissioners, 
who  determine  where  the  private  road  shall  be  located,  considering  the 
interests  of  the  petitioners  and  of  the  persons  through  whose  lands 
the  road  is  to  pass,  and  determine  what  damages  shall  be  paid;  the 
petitioners  also  pay  the  cost  of  construction  and  maintain  the  road. 
Private  roads  are  not  to  be  more  than  16  feet  wide.  Any  person  who 
is  not  satisfied  with  the  decision  of  the  County  Commissioners  in  grant- 
ing or  refusing  to  grant  a  private  road  may  appeal  to  the  Circuit 
Court  of  the  county,  and,  if  he  so  desires,  may  have  the  matter  tried 
by  a  jury. 

1  In  Frederick  county  the  County  Commissioners  may  take  the  opening 
of  new  roads  entirely  into  their  own  hands,  and  not  appoint  examiners  if 
they  can  obtain  the  right-of-way  by  agreement  with  property-owners;  but 
jf  they  fail  to  come  to  an  agreement  the  examiners  must  be  appointed. 


MARYLAND  GEOLOGICAL  SURVEY  335 

ROAD-TAXES. 

The  expense  of  maintenance  and  of  the  occasional  construction  of 
a  new  road  is  met  by  a  road-tax  levied  by  the  County  Commissioners. 
The  amount  of  this  tax  has  varied  during  the  past  ten  years  in  the 
different  counties  between  $1,850  and  $31,000  annually,  with  the 
exception  of  Baltimore  county,  where  the  average  levy  amounts  to 
$122,680. 

Some  counties  divide  this  road-tax  into  a  general  and  a  special  road- 
tax;  the  latter  is  expended  in  the  district  in  which  it  is  raised,  and  the 
former  is  for  general  use  in  the  county.  In  addition  to  this  some 
counties  allow  a  special  tax  to  be  raised  and  expended  in  a  special  dis- 
trict or  in  a  town  on  the  petition  of  a  number  of  the  residents  of  the 
district  or  town.  In  some  counties,  from  a  half  to  a  third  of  the 
whole  tax  must  be  spent  on  stoning  the  surface  of  the  roads. 

Besides  these  taxes,  special  provision  is  made  from  time  to  time  for 
special  purposes;  a  good  example  of  this  is  the  law  passed  in  1898, 
allowing  Montgomery  county  to  bond  itself  for  $25,000  to  improve 
the  road  from  Rockville  to  the  District  of  Columbia. 

The  sums  raised  by  these  taxes  are  not  always  directly  expended  by 
the  County  Commissioners,  Road  Commissioners  or  the  Supervisors. 
Incorporated  towns  generally  receive  from  the  County  Commissioners 
one-half  of  the  road-tax  collected  within  their  limits,  to  be  expended 
by  the  town  officers  on  the  streets  of  the  town;  and  sometimes  the 
County  Commissioners  turn  over  a  certain  amount  of  money  to  local 
improvement  associations  to  be  expended  by  them.  Usually,  though 
not  always,  the  association  increases  the  amount  it  receives  from  the 
County  Commissioners  by  a  contribution  from  its  own  treasury. 

ROAD-COMMISSIONERS,    RoAD-SuPERVISORS   AND   LABORERS. 

The  general  control  of  roads  and  bridges  in  each  county  is  vested  in 
a  board  of  County  Commissioners,  who  are  elected  by  the  voters  of 
the  county.  In  many  of  the  counties  the  territory  is  divided  among 
the  commissioners,  each  of  whom  takes  special  charge  of  the  roads  and 
bridges  assigned  to  him.  In  some  counties  Road  Commissioners  are 
appointed,  who  relieve  the  County  Commissioners  of  this  duty.  The 


336  THE    ADMINISTRATION    OF    ROADS 

number  of  Road  Commissioners  varies  in  the  different  counties  from 
one,  in  Allegany,  where  he  is  called  General  Supervisor  of  Roads,  to 
thirty-seven  in  Carroll.  Each  of  them  is  expected  to  examine  monthly 
the  roads  in  his  district.  A  large  number  of  Supervisors  are  appointed 
by  the  County  Commissioners  or  by  the  Road  Commissioners.  This 
number  also  varies  greatly  in  the  different  counties.  They  have 
immediate  control  of  from  2  to  60  miles  of  road  and  keep  them  in 
order;  they  generally  hire  men  and  teams  to  help  them  in  the  work, 
which  is  done  during  the  spring  and  summer.  In  Charles  county 
there  are  nine  supervisors,  each  of  whom  has  a  more  or  less  permanent 
gang  of  men  working  on  the  roads  under  his  direction.  This 
is  much  better  than  in  the  majority  of  the  counties,  where 
the  supervisors  have  to  accept  one  or  two  days'  work  from  any  one 
in  his  district,  who  wishes  to  pay  his  road-tax  in  this  way.  In 
general,  the  position  of  supervisor  is  coveted,  but  the  law  in  Howard 
county,  requiring  those  who  are  appointed  to  serve,  or  to  show 
why  they  should  not  have  been  appointed,  suggests  that  at 
one  time  there  was  difficulty  in  getting  proper  men  for  these  posi- 
tions. There  was  also  a  time  in  some  of  the  other  counties  when 
it  was  difficult  to  obtain  laborers  to  work  on  the  roads,1  and  this  con- 
dition is  still  reflected  in  the  laws  of  Dorchester,  Wicomico,  and  Caro- 
line counties,  which  require  all  able-bodied  men  either  to  work  on 
the  roads  a  certain  number  of  days  annually,  provide  a  substitute,  or 
pay  a  fine.  A  special  law  requires  all  male  inhabitants  of  Snow  Hill 
to  work  on  its  streets,  or  to  pay  a  fine  of  75  cents.2  In  Caroline  county 

1  In   1796   Kent   and   Talbot   had   a   law  compelling   laborers   to  work   on 
roads.     See  p.  150.     The  general  law  of  1704  also  provided  for  compulsory 
labor.     See  p.  120. 

2  That  this  is  not  a  dead  letter  is  proved  by  a  case  which  occurred  last 
year.    A  man  refused  to  work  or  to  pay  his  fine.     A  judgment  was  entered 
against  him  by  a  Justice  of  the  Peace.     He  appealed,   and  the  court  sus- 
tained the  magistrate's  decision.     "  In  its  opinion  the  court,  through  Judge 
Charles  F.  Holland,  said:    '  The  act  of  Legislature  is  a  substantial  re-enact- 
ment of  a  law  which  has  been  in  operation  for  over  a  hundred  and  ninety 
years,   and  its   constitutionality   has  never   been  questioned  until   recently. 
It  is  in  perfect  accord  with  the  state  constitution,  and  the  amendments  of 
the  United  States  Constitution.     It  has  been  so  construed  by  our  Court  of 
Appeals,    and  the   court  gives  verdict  for  the  appellees,   the   County   Com- 
missioners  of   Worcester   County.'  "     Baltimore   American,    Saturday,   Octo- 
ber 29th,  1898. 


MARYLAND    GEOLOGICAL    SURVEY  337 

the  law  comes  down  from  slavery  days  and  reads:  "  All  persons 
[when  properly  notified  by  the  supervisor]  shall  furnish  one-half  of 
their  able-bodied  male  hands,"  etc.  It  is  curious  that  in  spite  of  the 
great  number  of  repeals  which  have  been  made  in  the  local  laws  this 
should  still  remain. 

In  many  counties  farmers  are  permitted  to  work  out  their  road-tax 
by  hauling  stone  or  by  working  on  the  roads  a  certain  number  of 
days,  and  this  may  seem  a  wise  provision,  as  it  is  equivalent  to  hiring 
local  labor,  but  it  usually  results  in  very  poor  work.  This  has  been 
long  recognized,  for  as  far  back  as  1766  we  find  a  law  for  Baltimore 
county  requiring  that  the  road-tax  shall  be  paid  and  shall  not  be 
worked  out.1  The  more  progressive  states  and  counties  are  now 
requiring  that  the  road-tax  shall  be  paid  in  money.  The  employment 
of  convicts  for  work  on  the  public  roads  was  in  vogue  in  the  last 
century,  but  fell  into  disuse.2  At  the  present  time,  however,  Talbot 
and.  Queen  Anne's  counties  authorize  their  use,  but  they  have  not 
actually  been  put  to  work  on  the  roads,  as  there  are  so  few  convicts  in 
jail  at  one  time  that  the  cost  of  caring  for  and  guarding  them  would 
make  their  work  too  expensive  to  the  county. 

The  supervisors  make  monthly  or  semi-annual  reports  to  the 
County  Commissioners  or  Road  Commissioners,  and  have  their  ac- 
counts settled. 

Elaborate  laws  exist  in  Cecil  county  (1884)  and  in  Anne  Arundel 
(1898)  for  keeping  roads  in  repair  by  contract;  but  in  Cecil  the 
method  has  fallen  entirely  into  disuse,  as  it  was  not  found  practical; 
and  reports  from  Anne  Arundel  show  that  there  has  been  no. better 
care  of  the  roads  under  the  contract-system  than  under  the  old  system 
of  supervisors.  In  many  counties,  where  roads  are  being  substantially 
improved  at  considerable  expense,  the  work  is  done  directly  under  the 
charge  of  the  County  Commissioners  or  by  contract,  as  it  is  recog- 
nized that  the  supervisors  are  unable  to  do  more  than  follow  their 

1  See  p.  147. 

2  In  1788  a  law  authorized  the  condemnation  of  convicts  to  work  on  public 
roads,   and  the  turnpikes  of  Baltimore  county,  built  by  the  county,  were 
largely  built  by  convict  labor.     See  p.  154-155. 


388  THE    ADMINISTRATION    OF    ROADS 

customary  methods.     This,  however,  only  applies  to  certain  special 
roads,  and  is  manifestly  not  feasible  for  all  the  roads  of  the  county. 

The  general  law  allows  the  County  Commissioners  to  appoint  com- 
petent engineers  to  oversee  the  repairs  of  the  roads,  but  it  is  ineffec- 
tive. Special  laws  have,  however,  been  passed  allowing  engineers  to 
be  appointed  in  Anne  Arundel  and  in  Somerset  counties  to  prepare 
plans  for  the  improvements  of  the  roads  and  to  supervise  the  work 
on  them. 

The  ordinary  police  regulations  with  respect  to  the  publie  roads 
and  bridges,  such  as  the  prohibition  of  fast  driving,  and  of  shooting 
on  the  roads,  or  obstructing  the  roads,  naturally  belong  to  the  County 
Commissioners,  but  we  find  a  number  of  special  laws  in  individual 
counties  with  regard  to  them.  Uniformity  and  generality  of  these 
laws  would  be  very  convenient. 

ROAD-REPAIRS  AND  DRAINAGE. 

The  large  sums  of  money  spent  annually  in  the  maintenance  of 
roads  without  showing  any  definite  improvement  have  led,  in  the  last 
few  years,  to  the  passage  of  laws  defining  the  methods  of  repairing 
the  roads.  These  laws  require  a  certain  proportion  of  the  general 
or  special  road-tax  to  be  employed  for  the  "  permanent  improvement  " 
of  the  roads,  designating  that  the  improvements  shall  be  made  by  put- 
ting stone,  gravel,  or  other  hard  substance  on  the  surface  of  the  road. 
In  the  present  state  of  our  highways  such  work  can  hardly  be  looked 
upon  as  permanent,  for  roads  badly  located,  or  badly  graded,  can  never 
be  satisfactory,  and  when  the  county  decides  to  make  a  real  change 
for  the  better,  by  changing  the  location  or  improving  the  grades,  it 
will  find  that  the  money  spent  on  surfacing  has  been  wasted.  This 
is  the  condition  of  affairs  on  the  road  from  Rockville  to  the  District 
of  Columbia.  This  road,  built  many  years  ago,  was  very  heavily 
stoned,  but  not  properly  graded.  Hence  at  the  present  time,  when 
Montgomery  county  wishes  to  remove  the  high  grades  on  the  road, 
in  order  to  make  a  modern  road  and  one  economical  to  haul  over,  it 
finds  the  old  road-bed  of  no  use,  except  as  a  quarry  from  which  to 
procure  stone. 


MARYLAND    GEOLOGICAL    SURVEY  339' 

In  many  cases  great  advantage  would  result  from  a  better  location 
or  a  possible  straightening  of  a  road,  and  it  is  wiser  'that  these  two- 
classes  of  improvements,  re-location  and  grading,  should  be  under- 
taken  before  the  expensive  work  of  surfacing  should  be  done.  A 
badly-graded  road  is  always  a  serious  tax,  for  heavy  grades  greatly 
increase  the  work  of  hauling.1 

The  difficulty  of  properly  draining  the  roads  has  led  to  special  laws, 
requiring  in  Somerset  county,  and  authorizing  in  Dorchester,  the 
adoption  of  a  scientific  system  of  drainage,  and  permitting  the  ap- 
pointment of  an  engineer  to  devise  plans  and  to  supervise  their  execu- 
tion. The  County  Commissioners  are  also  authorized  to  issue  bonds 
to  the  amount  of  fifty  thousand  dollars  in  each  of  these  counties  for- 
the  purpose  of  meeting  the  expense  of  these  improvements.  In  Dor- 
chester this  money  must  be  used  to  develop  the  drainage  system  only, 
while  in  Somerset  it  may  be  applied  to  the  general  improvement  of 
the  roads.  But  the  provisions  of  these  laws  have  not  been  carried 
out. 

GATES,  GUIDE-POSTS  AND  BRIDGES. 

In  earlier  times  roads  ran  through  the  large  estates  which  then 
existed,  especially  in  the  tidewater  counties  pf  Maryland,  and  gates 
were  erected  across  these  roads,  as  it  was,  in  general,  easier  to  confine 
stock  in  this  way  than  to  build  a  fence  on  each  side  of  the  road.2  But 
conditions  have  now  changed,  and  the  necessity  of  these  gates  is  no 
longer  very  great.  In  fact,  they  are  forbidden  in  Calvert,  Carroll, 
Charles,  and  Queen  Anne's  counties,  and  are  permitted  only  with  the 
consent  of  the  County  Commissioners  in  St.  Mary's  county  and  in  the 
first  district  of  Cecil;  or,  as  in  Kent,  upon  the  payment  of  an  annual 
tax  of  one  dollar. 

Before  the  time  of  railroads,  when  persons  traveled  a  considerable 
distance  over  the  highways,  it  was  very  important  to  mark  the  roads 
and  to  indicate  whither  they  led;  and  so  in  the  early  colonial  times 
roads  were  distinguished  by  notches  on  trees  or  by  sign-boards  put  up- 

1  See  p.  269. 

2  Forty  years  ago  it  was  necessary  to  open  forty  gates  across  the  main 
road  in  traveling  from  Marlboro  to  Washington. 


340  THE    ADMINISTRATION    OF    ROADS 

as  guides  for  travelers.1  In  a  number  of  counties  the  laws  still 
require  sign-boards  to  be  placed  at  cross-roads,  but  they  are  ineffective, 
for  sign-boards  are  wantonly  destroyed  almost  as  quickly  as  they  are 
put  up. 

In  the  tidewater  counties  the  necessity  for  large  bridges,  requiring 
a  considerable  expenditure  of  money,   has  resulted  in  special  laws 
being  passed  enabling  the  County   Commissioners  to  build  special 
bridges  at  a  specified  cost,  and  appointing  the  means  of  obtaining 
the  necessary  money,  which  is  done  either  by  the  levy  of  a  special 
tax  or  by  the  issue  of  notes  of  indebtedness,  or  of  bonds,  which  are 
later  to  be  redeemed  by  funds  laid  aside  from  a  special  levy.     Pro- 
vision is  usually  made,  if  necessary,  for  the  construction  of  a  draw  to 
enable  vessels  to  pass  through  the  bridge.    Many  bridges  connect  two 
counties,  and  the  expense  of  construction  is  then  divided  between 
them,   but  not  always  in   equal  amounts.     As  with  the  roads,  the 
bridges  are  sometimes  built  and  maintained  by  the  County  Commis- 
sioners (jointly  in  the  case  of  two  counties)  and  are  sometimes  built 
by  contract.     Important  bridges  are  usually  directly  under  the  charge 
of  the  County  or  Road  Commissioners,  and  if  they  have  draws,  keepers 
are  appointed  to  care  for  them  and  attend  to  the  draw ;  but  the  smaller 
bridges  are  cared  for  by  the  supervisors.2     With  the  exception  of  the 
bridge  in  Anne  Arundel  county  over  Curtis  Creek  and  Cabin  Branch, 
the  county  bridges  are  free;  but  on  the  bridge  just  mentioned  the  tolls 
are  quite  heavy.     This  bridge  was  built  under  a  law  of  1898,  and 
the  money  received  from  tolls  is  applied  to  pay  the  interest  on  the 
bonds  after  meeting  the  expenses  of  the  maintenance  of  the  bridge. 

The  bridges  in  Dorchester  county  do  not  seem  to  be  built  strongly 
enough  for  the  traffic  that  goes  over  them,  and  to  avoid  large  expense 
to  the  county  by  extensive  repairs  a  special  law  was  passed  requiring 
that  persons  who  injured  bridges  by  hauling  over  them  too  heavy  a 
load  should  repair  the  damage. 

1  See  p.  120,  121. 

-  Baltimore  county  employs  an  engineer  who  designs  and  supervises  the 
construction  and  repairs  of  the  county  bridges.  He  also  measures  the 
stone  put  upon  the  county  roads,  but  has  no  other  connection  with  these 
roads. 


MARYLAND    GEOLOGICAL    SURVEY  341 

In  Charles  county  we  find  a  law  somewhat  similar  with  respect  to 
the  roads,  namely,  that  all  persons  engaged  in  hauling  heavy  timber, 
not  cord  wood,  for  commercial  purposes  during  the  winter,  must  pay 
a  special  license  of  not  more  than  five  dollars  a  month;  and  this 
money  is  applied  to  the  improvement  of  the  roads.  This  is  of  the 
nature  of  a  toll  and  it  would  be  much  better  if,  instead  of  making  this 
charge,  the  roads  were  put  in  condition  to  stand  the  travel.  In  Anne 
Arundel  county  an  individual  or  corporation  damaging  the  roads  by 
unusual  use,  is  required  to  repair  them. 

A  general  law  enacted  in  1853  requires  that  all  public  roads  opened 
in  the  state  shall  be  at  least  thirty  feet  wide ;  this  must  mean  between 
fences.  Some  of  the  counties  have  enacted  similar  laws,  but  in  a 
number  the  width  of  the  road  may  be  less  if  the  County  Commis- 
sioners decide  that  it  should  be. 

Provision  is  also  made  in  the  general  law  to  allow  passenger  rail- 
way companies  to  lay  tracks  on  the  county  roads  with  the  consent  of 
the  County  Commissioners;  but  for  the  sake  of  greater  security,  sev- 
eral companies  have  had  this  right  secured  by  their  charters  or  by  laws 
passed  especially  granting  it.  These  special  laws  rarely  add  anything 
of  importance  to  the  general  law,  and  leave  with  the  County  Com- 
missioners the  right  of  making  any  conditions  with  the  companies  they 
think  for  the  public  good;  but  one  or  two  specify  the  position  of  the 
tracks  on  the  road  and  the  breadth  of  roadway  which  must  be  left 
available  for  vehicles. 

ROAD  RECORDS. 

The  records  kept  of  the  various  roads  are,  in  general,  very  meager. 
Some  counties  do  not  even  keep  a  separate  record  of  the  amount  of 
money  spent  on  the  repairs  of  individual  roads,  and  Caroline  alone  has 
an  accurate  large  scale  map  showing  the  location  of  the  roads,  the 
nature  of  the  surface,  and  the  position  and  size  of  the  bridges. 

Roads  are  usually  designated  by  the  towns  between  which  they 
run,  though  occasionally  they  have  a  specific  name.  In  Anne 

Arundel  county,  however,  a  very  careful  designation  of  the  roads  has 
22 


342  THE    ADMINISTRATION    OF    ROADS 

existed  since  the  last  legislature.  The  election  districts  are  divided 
into  road  districts  and  are  lettered  A,  B,  C,  etc.  The  road  districts 
are  subdivided  into  sections  which  are  numbered  and  the  roads  fre- 
quently have  names.  The  roads  are  classified  into  (1)  County  High 
Roads,  which  are  "  the  principal  roads  or  public  highways  leading  to 
or  from  any  city  or  town  or  principal  stations  or  landings/'  or  portions 
of  such  roads.  (2)  First-Class  Roads,  "  leading  to  or  from  any  city, 
town,  public  station  or  landing,"  or  parts  of  such  roads.  (3)  "  Second- 
Class  Roads ....  those  not  frequently  used — ordinary  roads  of  travel 
or  cross-roads."  The  law  requires  that  a  map  such  as  is  made  by  the 
United  States  Geological  Survey  shall  be  adopted  as  official,  and  on 
this  map  the  roads  are  to  be  clearly  marked  by  different  kinds  of  lines 
according  to  their  classes;  all  the  high  roads,  and  the  others  as  far  as 
possible,  are  to  have  special  names.  In  addition  to  this,  a  careful 
description  of  these  roads  shall  be  kept  and  recorded.  This  law  has 
not  been  in  effect  very  long  and  necessarily  entails  a  great  deal  of 
labor,  and,  therefore,  has  not  as  yet  been  applied  very  generally  to 
roads  in  the  county. 

It  was  rare  that  accurate  surveys  and  careful  plats  of  the  early  roads 
of  Maryland  were  ever  made,  nor  was  the  location  of  roads  marked 
in  any  permanent  way.  As  the  result  of  this,  roads  have  naturally 
become  somewhat  displaced  by  the  movement  of  fences  or  from  other 
causes,  and  as  the  roads  are  frequently  the  boundary  between  the 
properties  of  different  persons,  we  should  expect  that  more  trouble 
would  arise  from  this  cause  than  has  actually  occurred.  There  are 
only  four  counties — Baltimore,  Carroll,  Harford,  and  Cecil — for 
which  laws  have  been  passed  allowing  the  County  Commissioners  to 
re-survey  and  determine  the  true  location  of  a  road.  The  difficulty 
of  deciding  as  to  where  a  road  originally  was  has  led  to  a  law  for 
Carroll  county,  according  to  which  examiners  appointed  by  the 
County  Commissioners  "  are  authorized  to  adopt  the  center  of  such 
road  as  the  center  thereof  according  to  the  true  location."  The  im- 
portance of  a  general  law  requiring  that  the  positions  of  roads  should 
be  accurately  known  and  marked  is  manifest,  as  the  titles  of  many 
properties  recite  that  the  line  shall  begin  at  a  certain  point  in  the 


MABYLAND    GEOLOGICAL    SURVEY  343 

middle  of  a  certain  road  and  follow  the  middle  of  this  road  for  a 
certain  distance. 

CORPORATIONS. 

Corporations  for  making  turnpikes,  plank  roads  or  passenger  rail- 
ways may  use  the  county  roads  by  permission  of  the  County  Commis- 
sioners, under  certain  restrictions,  and  they  may  obtain  right-of-way 
across  private  lands  by  agreement  or  by  condemnation.  Turnpike 
companies  are  required  to  report  their  progress  in  building  before  they 
are  allowed  to  charge  tolls  and  their  rates  may  be  revised  by  the 
County  Commissioners  (or  the  Governor  of  the  State  in  the  case  of 
turnpikes  passing  through  several  counties)  so  as  not  to  yield  to  the 
company  profits  of  more  than  eight  per  cent  per  annum  on  the  money 
actually  expended  in  the  construction  of  the  road.  The  corporation 
is  required  to  keep  its  road  in  order,  upon  penalty  of  being  debarred 
the  right  of  charging  toll  over  the  bad  parts.  If  a  turnpike  company 
persists  in  keeping  the  road  in  bad  order,  tolls  may  be  forbidden  in  the 
entire  county,  and  if  this  is  not  sufficient  to  remedy  the  evil,  the  road 
shall  be  forfeited  by  the  corporation  to  the  County  Commissioners. 
On  the  other  hand,  persons  using  the  road  are  forbidden  to  evade  pay- 
ment of  the  legal  tolls. 


THE  ADMINISTRATION  OF  ROADS  IN  OTHER  STATES.1 

ALABAMA. 

The  Court  of  County  Commissioners  selects  Apportioners  for  each 
precinct,  and  these  appoint  overseers,  who  attend  to  the  general 
repairs  of  their  sections  of  the  roads.  Every  able-bodied  man  is  liable 
to  work  ten  days  yearly  on  the  roads;  in  some  counties  special  acta 
allow  the  labor  to  be  commuted  in  money. 

In  addition  to  this,  in  a  few  counties,  there  is  a  road-tax,  which 

1  The  information  here  given  was  extracted  from  the  laws  of  the  states, 
public  addresses,  letters  from  state  officials  and  from  private  correspond- 
ence. See  p.  43. 


344  THE    ADMINISTRATION    OF    KOADS 

must  come  out  of  the  general  levy,  and  some  counties  have  also  been 
permitted  to  issue  bonds,  which  must  be  redeemed  out  of  the  general 
tax  receipts. 

Every  Legislature  passes  special  acts  for  special  counties  and  these 
are  very  varied  in  their  provisions.  Many  miles  of  good  macadam 
roads  have  been  built  in  recent  years,  but  they  are  largely  confined  to 
those  counties  which  have  borrowed  money  on  bonds,  or  required  the 
road-tax  to  be  paid  in  money,  and  have  given  attention  to  the  careful 
supervision  of  the  work  on  the  roads.  The  law  requires  the  roads  to 
be  thirty  feet  wide. 

ARKANSAS. 

Road  overseers  are  appointed  by  the  County  Judge;  every  able- 
bodied  man  may  be  required  to  work  five  to  ten  days  a  year  on  the 
roads,  but  so  far  very  little  improvement  has  resulted.  The  roads  are 
very  poor. 

CALIFORNIA. 

The  counties  are  divided  into  road-districts  by  the  Board  of  County 
Supervisors,  and  the  electors  of  the  district  vote  annually  for  a  Road 
Trustee,  who  serves  for  three  years.  There  are  thus  three  trustees, 
the  term  of  one  expiring  annually.  They  have  entire  charge  of  the 
roads  of  their  district  and  employ  the  necessary  labor  or  make  the 
necessary  contracts  for  the  construction,  repairs  and  maintenance  of 
the  roads.  Each  one  of  them  is  required  to  view  every  road  of  his 
district  at  least  once  a  year. 

Three  times  a  year  there  is  an  assembly  of  the  qualified  voters  of  the 
district  to  consult  in  regard  to  the  general  management  of  the  roads, 
to  determine  what  roads  shall  be  permanently  improved  and  how 
the  improvements  shall  be  made,  the  materials  to  be  used  and  what 
action  is  to  be  taken  with  regard  to  any  litigation  about  the  roads. 

The  amount  of  the  road-tax  is  determined  by  the  Board  of  Super- 
visors, which  levies  a  property  road-tax  and  also  a  poll-tax,  the  latter 
of  which  may  be  worked  out  on  the  roads.  In  addition  to  this  the 
Board  of  Trustees  may  submit  to  the  qualified  voters  of  the  district 
a  proposition  to  raise  an  additional  tax  for  the  improvement  of  specific 


MARYLAND    GEOLOGICAL    SURVEY  345 

roads.   They  may  also  submit  to  vote  a  proposition  to  issue  road-district 
bonds  in  order  to  raise  larger  amounts  for  permanent  improvements. 

The  public  highways  are  to  be  at  least  forty  feet  wide  and  a  law 
has  been  passed  requiring  the  tires  of  all  wagons  in  the  state  to  have  a 
certain  width  dependent  upon  the  size  of  the  axle.  This  law  is  to 
become  effective  in  1900. 

This  system  of  road-administration  has  not  proven  at  all  satisfactory. 
About  two  million  dollars  are  expended  annually  on  the  roads  and 
.the  results  are  extremely  poor.  Considerable  interest  has  been  shown 
in  favor  of  improving  the  roads,  and  in  1895  a  law  was  passed  creat- 
ing a  Bureau  of  Highways,  which  consisted  of  three  commissioners, 
appointed  by  the  governor,  who  were  required  to  investigate  and 
report  on  the  condition  of  the  roads  of  the  state  and  to  recommend  a 
practical  road-law.  An  appropriation  of  $31,000  was  made  to  meet 
the  expense.  The  Bureau  was  only  created  for  two  years  and  pre- 
sented a  very  interesting  and  complete  report.  It  recommended  the 
classification  of  the  roads  into  state,  county,  and  district  roads,  the 
creation  of  a  permanent  Department  of  Highways  to  control  the 
state  roads,  and  a  redistribution  of  the  present  highway-tax,  so  that 
a  part  should  be  available  for  these  roads.  These  recommendations 
did  not  become  laws,  but  a  Department  of  Highways  was  created  to 
continue  the  work  of  the  former  Bureau  in  the  investigation  of  the 
roads  and  in  giving  advice  to  road-officers.  It  has  published  one 
biennial  report  and  is  doing  excellent  work  for  the  state.  A  rock- 
crushing  plant  has  been  established  at  Folsom  penitentiary,  near  which 
excellent  road-material  is  to  be  found  and  also  good  water-power. 
This  plant  is  worked  by  the  convicts  and  the  stone  sold  to  the  various 
counties  in  the  state  at  a  small  advance  over  the  cost  in  order  to  meet 
the  expense  of  setting  up  the  plant.  The  convicts  also  cut  stones  to 
prepare  them  for  use  in  small  bridges  or  culverts.  This  plan  has 
proved  very  successful,  broken  stone  being  delivered  at  various  parts 
of  the  state  at  prices  ranging  from  twenty-five  cents  to  ninety  cents 
per  ton.  Such  a  low  price  could  not  be  given  save  by  the  co-operation 
of  the  railways  which  only  charge  the  actual  cost  for  the  transportation 
of  the  stone. 


346  THE  ADMINISTRATION  OF  ROADS 

COLORADO. 

The  County  Commissioners  divide  the  counties  into  road  districts 
and  annually  appoint  a  road  overseer  for  each  who  sees  to  the  repairs, 
etc.,  of  the  roads. 

The  County  Commissioners  levy  a  property  road-tax,  one-half  of 
which  must  be  spent  in  the  district  in  which  it  is  collected  and  the 
rest  as  directed  by  the  County  Commissioners.  In  addition,  every 
able-bodied  man  pays  $2  or  works  two  days  on  the  roads. 

CONNECTICUT. 

The  roads  are  under  the  care  of  the  Selectmen  of  the  town,  who  are 
elected  annually  by  the  voters.  The  Selectmen  employ  laborers  and 
supervise  the  work  of  road-improvement.  There  are  no  special  taxes 
raised  for  roads  but  the  necessary  money  comes  out  of  the  general 
town  tax-fund.  The  town  is  not  divided  into  districts  but  is  treated 
as  a  whole.  There  is  still  a  survival  to  a  small  degree  of  the  practice 
of  working  out  taxes  on  the  roads,  but  it  is  fast  disappearing.  No 
bonds  have  been  issued  to  raise  funds  for  the  improvement  of  the 
roads  either  in  the  towns  or  in  the  state.  A  wide-tire  law  has  been 
passed  which  will  become  operative  in  1901. 

The  great  desire  for  better  roads  has  led  to  the  matter  being  taken 
up  by  the  state.  Under  a  law  passed  in  1895,  the  Governor  ap- 
pointed three  Highway  Commissioners,  and  the  state  legislature  appro- 
priated $75,000  annually  to  be  spent  on  the  roads  of  the  state. 
Every  town  voting  to  improve  its  roads  under  the  act  had  a  survey 
made,  and  specifications  drawn  up,  and  submitted  them  to  the  High- 
way Commission.  If  approved,  the  contract  was  let  to  the  town  or  to 
private  parties  and  the  work  supervised  by  the  Selectmen  of  the  town. 
The  expense  was  met — one-third  by  the  town,  one-third  by  the  county, 
and  one-third  by  the  state. 

This  law  was  repealed  in  1897  and  another  one  enacted,  differing 
only  in  having  one  Highway  Commissioner,  who  holds  office  for  two 
years;  in  making  the  annual  appropriation  $100,000,  and  in  dividing 
the  cost  equally  between  the  town  and  the  state. 

These  laws  have  proved  popular  and  successful  and  during  the 


MARYLAND    GEOLOGICAL    SURVEY 


347 


four  years  of  their  existence  one  hundred  and  seventy  miles  of  road 
have  been  built,  and  much  grading  has  been  done;  in  addition,  about 
fifty  miles  of  roadway  have  been  straightened  and  widened;  and 
many  petitions  for  sharing  in  the  benefits  of  the  state  appropriation 
have  been  received.  The  total  cost  of  these  improvements  has  been 
about  $800,000. 

Telford,  macadam  and  gravel  roads  have  been  built.     The  cost  of 
the  latter  is  very  moderate,  being  in  one  or  two  cases  as  low  as  $1,000 


I.  ••'-'./ 


FIG.  33. — Gravel  road  in  southwestern  Connecticut. 

a  mile.  One  might  suppose  that  the  prospect  for  getting  state  aid 
would  act  as  a  deterrent  to  the  general  improvement  of  the  roads, 
the  towns  holding  back  so  that  part  of  the  expense  might  be  shared  by 
the  state;  but  just  the  reverse  has  taken  place;  the  great  convenience 
and  advantage  of  good  roads  when  once  experienced,  have  impressed 
themselves  on  the  people,  and  towns  have  voted  increased  sums  to 
improve  roads  more  rapidly  than  could  be  done  if  they  waited  for  the 
small  sum  annually  available  from  the  state.  It  is  safe  to  say  that 
four  hundred  miles  of  roadway  have  been  improved,  in  the  state  in 
the  last  four  years. 


348  THE    ADMINISTRATION    OF    ROADS 

Four  annual  reports  have  so  far  been  published, 'containing  impor- 
tant details  of  the  methods  of  construction  and  of  the  costs  of  the 
roads. 

DELAWARE. 

There  are  two  road-systems  in  Delaware;  one  applicable  to  New 
Castle  county  and  the  other  to  the  other  two  counties  of  the  state. 
In  New  Castle  county,  Road  Commissioners  are  elected  to  serve  four 
years,  one  being  elected  biennially  for  each  hundred.  The  Road 
Commissioners  have  general  charge  of  the  roads  and  bridges  in  their 
hundreds,  and  annually  appoint  overseers  to  keep  them  in  repair. 

The  Road  Commissioners  levy  the  tax  which,  in  general,  may  be 
worked  out,  and  any  one  has  the  right  to  do  a  certain  amount  of  work 
on  the  roads  in  the  payment  of  taxes.  Persons  appointed  as  Road 
Commissioners  or  Overseers  are  required  to  serve. 

In  Brandywine  hundred,  New  Castle  county,  five  supervisors  are 
elected  annually,  and  each  has  charge  of  one  of  the  five  districts  into 
which  the  hundred  is  divided.  They  take  the  place  of  the  Road 
Commissioners,  fix  the  amount  of  the  tax,  and  report  to  the  County 
Court. 

Certain  bridges  in  New  Castle  county  are  maintained  by  the  county 
as  a  whole. 

In  Kent  and  Sussex  counties  the  Levy  Court  has  general  charge 
of  the  roads  and  appoints  supervisors  to  see  to  the  repairs.  The  Levy 
Court  fixes  the  amount  of  road-tax,  which  may  be  worked  out. 

There  are  a  number  of  acts  applying  to  special  hundreds  which  need 
not  be  mentioned,  except  an  act  in  Mill  Creek  hundred  in  New  Castle 
county,  where  sections  of  a  road  may  be  farmed  out  to  various  persons 
to  be  kept  in  order. 

On  petition  for  the  establishing,  altering  or  vacating  of  a  road,  the 
Court  of  General  Session  appoints  five  viewers  to  report  on  the  pro- 
ject, and  the  Court  decides  the  question;  but  the  decision  must  be 
approved  by  the  Levy  Court  of  the  county. 

The  public  roads  must  be  between  15  and  40  feet  wide  and  guide- 
posts  are  to  be.  put  at  places  where  they  are  needed. 


MARYLAND  GEOLOGICAL  SURVEY  349 

FLORIDA. 

The  roads  are  in  charge  of  county  officers.  The  road-tax  is  paid 
largely  in  money,  but  some  of  it  is  worked  out  on  the  road. 

The  nature  of  the  soil  is  such  as  to  make  fairly  good  roads  at  little 
cost  and  the  people  are  moving  for  their  improvement. 

GEORGIA. 

The  country  is  divided  into  road  districts,  in  each  of  which  there  are 
three  Road  Commissioners.  The  commissioners  divide  the  district 
into  sections  and  appoint  an  overseer  in  each.  All  able-bodied  men 
are  subject  to  fifteen  days'  work  annually  on  the  roads,  which  must 
be  done  under  the  direction  of  the  overseer.  Counties  are  also  per- 
mitted to  levy  a  road-fund,  organize  road  forces  or  make  the  repairs 
of  the  roads  by  contract.  First-class  roads  must  be  30  feet  wide,  and 
second-class  roads  20  feet. 

The  roads  are  being  substantially  improved,  many  miles  having 
been  macadamized  or  graveled.  Much  of  the  work  has  been  done  by 
misdemeanor  convicts,  and  the  experiment  of  employing  them  on  the 
roads  is  considered  successful. 

IDAHO. 

The  roads  are  in  charge  of  the  County  Commissioners  who  appoint 
road-supervisors  to  see  to  the  repairs.  The  road-tax,  which  consists 
of  a  property-tax  and  a  poll-tax,  is  levied  by  the  county  and  is  spent 
in  the  district  where  it  is  raised.  It  may  be  worked  out  in  labor  on 
the  roads.  In  certain  regions  where  the  expense  of  building  roads 
is  too  great  for  the  locality,  the  cost  is  met  by  the  state  by  legislative 
enactment. 

ILLINOIS. 

In  this  state  the  township  system  is  in  general  use  and  to  some 
extent  the  county  system,  and  what  follows  applies  as  well  to  the 
county  as  to  the  township  system.  One  Commissioner  of  Highways 
is  elected  annually,  there  being  three  altogether,  who  have  com- 
plete charge  of  the  roads  and  bridges  in  the  township.  They  may 


350  THE    ADMINISTRATION    OF    ROADS 

employ  a  general  superintendent  of  roads  or  appoint  overseers  and 
employ  laborers,  or  they  may  let  the  work  by  contract;  the  practice 
varies  in  different  townships.  They  levy  a  road-tax,  which  consists 
of  a  property-tax  and  a  poll-tax.  The  poll-tax  may  be  paid  either  in 
money  or  in  labor;  but  the  tax  itself  may  be  abolished  by  vote  of  the 
township,  as  has  been  done  in  some  cases. 

The  road-tax  may  be  worked  out  if  the  township  so  votes,  each 
man  doing  his  share  of  the  work,  or  furnishing  a  substitute,  or  paying 
his  tax.  In  that  case  the  Commissioners  of  Highways  appoint  an 
overseer  for  each  road-district  of  the  town,  and  they  attend  to  the 
work  and  report  to  the  Commissioners  of  Highways. 

Where  large  expenses  are  incurred  in  building  bridges,  the  County 
Board  may  help  the  township. 

The  Commissioners  of  Highways  report  semi-annually  to  the 
Board  of  Town  Auditors,  particularly  in  regard  to  their  finances,  and 
in  regard  to  any  other  matters  about  the  roads  that  they  may  think  im- 
portant. 

Upon  petition  roads  may  be  opened,  altered  or  vacated  by  the  Com- 
missioners of  Highways.  They  settle  the  damages  by  agreement,  if 
possible,  and  if  not,  by  recourse  to  a  Justice  of  the  Peace  and  a  jury. 
Appeals  may  be  taken  to  three  County  Supervisors. 

An  attempt  has  been  made  to  improve  the  roads  in  Illinois  by 
macadamizing  or  graveling  them,  and  by  vote  of  the  township  a 
: special  tax  may  be  raised  for  this  purpose.  Some  townships  have 
taken  advantage  of  this  privilege  and  have  graveled  or  macadamized 
.-all  their  important  roads;  others  have  not.  In  some  instances  engi- 
neers have  been  employed  to  superintend  the  improvement  of  the 
roads,  though  this  is  not  the  usual  practice. 

A  public  road  must  be  60  feet  wide  unless  the  Commissioners  of 
Highways,  on  petition,  decide  to  make  it  less;  but  it  must  never  be 
less  than  40  feet.  In  some  townships  sign-boards  are  usually  found 
-at  the  cross-roads;  in  others  they  are  seldom  seen.  Wide  tires  are 
generally  used  in  some  parts  of  the  state,  and  not  at  all  in  other  parts. 


MARYLAND  GEOLOGICAL  SURVEY  351 

INDIANA. 

The  counties  are  divided  into  townships  and  these  again  into  road 
districts,  over  each  of  which  a  supervisor  is  elected  who  takes  charge 
of  the  roads  and  keeps  them  in  order  under  the  direction  of  the  Town- 
ship Trustee;  or,  if  the  latter  thinks  it  advisable,  the  wrork  may  be 
partly  done  by  contract.  The  Township  Trustee,  with  the  concur- 
rence of  the  Board  of  County  Commissioners,  fixes  the  amount  of 
road-tax  to  be  paid.  Some  of  this  must  be  worked  out  on  the  roads 
under  the  supervisor,  or  a  fine  paid.  When  the  ordinary  levy  does 
not  produce  enough  funds  for  the  roads  an  extra  levy  may  be  made. 

In  addition  to  these  township  roads  there  are  a  series  of  gravel  or 
turnpike  roads  bought  or  built  by  the  County  Commissioners  on  peti- 
tion or  by  vote  of  the  electors.  These  have  been  paid  for  either  by  a 
special  tax  or  by  the  issuance  of  county  bonds.  They  are  cared  for 
by  the  township  supervisor,  under  the  direction  of  the  County  Com- 
missioners. A  special  law  forbids  the  hauling  of  heavy  loads  over  the 
gravel  roads  during  the  season  of  the  year  when  they  are  thawing. 
The  county  roads  shall  not  be  less  than  thirty  feet  wide  nor  the  town- 
ship roads  less  than  twenty-five  feet  wide. 

Upon  the  petition  for  the  opening  of  a  new  road  the  County  Com- 
missioners appoint  viewers  who  decide  upon  the  location  of  the  road 
and  the  damages  to  be  paid.  An  appeal  may  be  taken  and  re-viewers 
appointed  to  consider  the  matter,  and  the  decision  of  the  County 
Commissioners  on  their  report  is  final.  The  County  Commissioners 
report  their  decision  to  the  Trustees  of  the  townships  through  which 
the  road  passes,  and  the  latter  order  the  supervisors  to  do  the  work. 

IOWA. 

The  Board  of  County  Supervisors  has  general  jurisdiction  over  the 
roads  of  the  county,  but  the  counties  are  divided  into  townships  and 
the  Township  Trustees  have  special  charge  of  the  roads  of  their  town- 
ship. They  may  divide  the  township  into  several  road-districts  or 
may  treat  it  as  one.  They  determine  the  amount  of  the  road-tax  to 
be  levied  and  how  much  of  this  is  to  be  paid  in  money  and  how  much 


352  THE    ADMINISTRATION    OF    ROADS 

in  labor;  there  is  also  a  poll-tax.  The  immediate  care  of  the  roads 
is  in  the  hands  of  supervisors. 

In  the  case  of  the  township  which  is  treated  as  a  whole  the  Trus- 
tees may  let  some  or  all  of  the  work  by  contract,  or  they  may  appoint 
a  Township  Superintendent  of  Roads.  In  the  case  of  the  township 
being  divided  into  road-districts  a  portion  of  the  road-fund  is  used 
for  purchasing  tools,  sign-boards,  and  so  on,  for  the  township  in  gen- 
eral. The  remainder  is  spent  in  the  district  where  it  is  raised.  The 
road-tax  may  be  worked  out  to  some  extent,  and  all  able-bodied  men, 
if  called  upon,  are  required  to  give  two  days'  labor  for  their  poll-tax 
or  pay  a  fine  of  $3.00  for  each  day  that  they  do  not  work. 

A  county  road-fund  may  also  be  levied  by  the  Board  of  County 
Supervisors  and  be  expended  as  they  may  direct  on  roads  in  the 
county.  The  work  may  be  done  by  contract,  or  otherwise,  as  they 
decide. 

The  opening,  altering  or  vacating  of  a  road  is  accomplished  by  peti- 
tion to  the  Board  of  Supervisors  filed  in  the  County  Auditor's  office. 
The  Auditor  appoints  a  commissioner  to  report  on  the  matter,  and  if 
this  report  is  not  objected  to  the  Auditor  orders  the  work  done.  If 
claims  for  damages  are  filed,  the  Auditor  appoints  three  appraisers,  and 
the  Board  of  Supervisors  decides,  on  their  report,  whether  or  not  the 
change  shall  be  made,  and  fixes  the  damages.  If  the  damages  are  not 
satisfactory,  appeal  may  be  taken  to  the  District  Court  of  the  county. 

The  public  roads  must  be  sixty-six  feet  wide  unless  otherwise 
determined  upon  by  the  Board  of  County  Supervisors,  but  they  may 
never  be  less  than  forty  feet  wide;  and  the  County  Auditor  is  required 
to  keep  a  plat  of  all  the  public  roads  in  each  township  of  his  county 
on  a  scale  of  not  less  than  four  inches  to  the  mile. 

KANSAS. 

The  roads  are  in  charge  of  overseers  who  are  elected  for  each  town- 
ship by  popular  vote.  Some  important  bridges  are  in  the  hands  of 
the  County  Commissioner.  The  road-tax,  which  consists  of  a  prop- 
erty-tax and  a  poll-tax,  is  levied  by  the  county  officials,  but  expended 
in  the  different  townships  where  it  is  raised.  It  may  be  partly  worked 
out  in  labor. 


MARYLAND    GEOLOGICAL    SUKVEY  353 

There  has  been  no  special  effort  to  improve  the  public  roads,  which 
are  merely  dirt  roads  without  a  hardened  surface,  and  are  extremely 
bad  in  wet  weather. 

KENTUCKY. 

The  Fiscal  Court  of  each  county  has  general  charge  of  roads  and 
bridges  and  levies  annually  a  road-tax  and  poll-tax,  which  may  be 
worked  out  at  the  discretion  of  the  court.  Able-bodied  men  must 
work  on  the  roads  or  furnish  a  substitute ;  they  are  paid  for  this  work. 
The  County  Judge  divides  the  county  into  road  precincts  and  appoints 
an  overseer  for  each,  who  has  charge  of  roads  and  keeps  them  in 
order,  and  has  charge  of  all  persons  working  on  them. 

In  some  counties  a  supervisor  (a  competent  engineer)  is  appointed 
by  the  Fiscal  Court,  and  he  takes  general  charge  of  the  roads  of  the 
county  and  lets  out  the  work  of  repair  by  contract,  and  reports  to  the 
court.  Some  counties  have  issued  bonds  and  borrowed  money,  the 
bonds  generally  being  taken  in  the  county.  Convicts  may  be  worked 
on  the  roads. 

Over  one  thousand  miles  of  excellent  stone  roads  have  been  built 
in  Kentucky,  as  toll,  county,  'or  state  roads,  under  skilled  supervision, 
and  it  is  expected  that  the  present  S37stem,  adopted  in  1894,  will  result 
in  the  permanent  improvement  of  the  dirt  roads,  which  are  often 
impassable.  Thirty  thousand  miles  of  dirt  roads  are  expected  to  be 
improved  by  the  new  law,  especially  in  counties  where  the  road-tax  is 
paid  and  a  competent  engineer  is  in  charge. 

LOUISIANA. 

The  Parish  Police  Jury  appoints  road-overseers  to  look  after  the 
roads.  There  is  no  special  money-tax  levied  for  the  roads,  the 
expense  being  met  from  the  general  parish  tax-fund;  but  all  able- 
bodied,  men  are  subject  to  twelve  days'  work  annually  on  the  roads. 
This,  however,  does  not  appear  to  be  rigorously  enforced.  A  few 
parishes  keep  their  roads  in  repair  by  contract. 

Road-machines    are    being    adopted    with    good    results.     Oyster- 


354  THE    ADMINISTRATION    OF    ROADS 

shells  and  brush  covered  with  dirt  seem  to  be  the  only  surfacing  mate- 
rials in  use. 

There  is  some  agitation  in  favor  of  good  roads,  but  it  has  not  been 
very  vigorous,  and  so  far  no  great  improvement  has  resulted. 

MAINE. 

The  roads  are  controlled  by  township  officers  called  Road  Commis- 
sioners elected  annually  by  the  town,  except  in  the  thinly-populated 
parts  of  the  state  known  as  "  plantations,"  where  the  County  Com- 
missioners control  the  roads. 

In  some  of  the  smaller  towns  a  special  road-tax  is  levied  and 
arrangements  are  sometimes  made  to  allow  it  to  be  worked  out  in 
labor  in  whole  or  in  part,  but  the  usual  method  is  to  meet  the  road- 
expenses  from  the  general  tax-fund  of  the  town  and  this  cannot  be 
worked  out  on  the  roads.  Occasionally  the  state  legislature  makes 
an  appropriation  for  a  special  bridge  or  road  and  the  work  is  then 
done  under  the  direction  of  a  special  agent  appointed  by  the  Land- 
agent. 

Road-machinery  is  coming  into  more  general  use  with  good  results; 
stone  roads  are  being  built  by  some  of  the  larger  towns  and  are 
proving  very  satisfactory. 

MASSACHUSETTS. 

This  state  is  made  up  of  incorporated'  cities  and  towns.  The  coun- 
try roads,  outside  of  the  cities,  are  administered  by  the  Selectmen 
or  Road  Commissioners  elected  by  the  people.  When  the  Selectmen 
have  the  jurisdiction,  they  usually  appoint  a  Superintendent  of 
Streets  to  carry  out  their  orders.  When  the  roads  are  in  the  care 
of  Road  Commissioners,  the  members  of  the  board,  usually  three  or 
more  persons,  supervise  the  construction  and  repair  of  the  highways 
themselves.  No  special  road-tax  is  raised,  the  money  for  road  pur- 
poses being  obtained  from  the  general  tax-levy,  and  taxes  may  not 
be  worked  out  on  the  roads.  Some  towns  have  issued  bonds  to  obtain 
money  for  improving  their  roads,  but  this  has  not  happened  often. 

This  system  has  not  proved  satisfactory  and  efforts  were  made  to 
change  it.  As  a  result  of  the  agitation,  the  governor,  in  1892,  ap- 


MARYLAND    GEOLOGICAL    SURVEY 


355- 


pointed  three  persons  to  make  an  investigation  of  the  roads  of  the 
state  and  to  report  to  the  legislature.  They  found  the  roads  very 
bad  indeed,  and  the  following  year  a  bill  was  passed  permanently 
creating  the  Massachusetts  Highway  Commission.  According  to  it 
the  Governor  was  required  to  appoint  three  Highway  Commissioners 
to  serve  three  years,  one  being  appointed  annually.  They  were  to- 
collect  information  regarding  the  roads  and  road-materials  of  the- 


FIG.  34. — Macadam  road  in  eastern  Massachusetts. 

state,  advise  as  to  construction,  and  so  on;  to  hold  public  meetings  for- 
discussion,  and  to  report  annually  to  the  legislature. 

When  the  County  Commissioners  or  Selectmen  of  two  or  more 
towns  petitioned  the  Highway  Commission  to  have  a  road  improved 
and  maintained  by  the  state,  if  the  plans  were  satisfactory  to  the  High- 
way Commission,  they  were  submitted  to  the  legislature  and  a  special 
bill  and  appropriation  asked  for.  If  this  was  forthcoming  the  im- 
provement was  made  at  the  expense  of  the  state.  This  led  to  many 
delays,  and  later  a  fixed  appropriation  was  made  to  the  Highway  Com- 


356  THE    ADMINISTRATION    OF    EOADS 

mission  which  they  were  to  use  for  the  improvement  of  roads  without 
referring  to  the  legislature,  and  the  right  to  petition  was  broadened 
so  that  it  might  be  taken  advantage  of  by  the  Selectmen  of  a  town, 
the  Mayor  and  Aldermen  of  a  city,  or  by  the  County  Commissioners. 
This  has  proved  very  satisfactory,  and  the  amount  of  money  annually 
appropriated  has  grown  from  $300,000  in  1894  to  $800,000  in  1897. 
Since  then,  on  account  of  the  war  with  Spain,  the  amount  has  been 
diminished  ($400,000  in  1898  and  $500,000  in  1899). 

When  the  Highway  Commission  decides,  in  answer  to  a  petition, 
to  build  a  state  road,  they  make  careful  plans  and  specifications  and 
estimate  the  cost.  The  town  in  which  the  road  is  to  be  built  may 
then  contract  to  build  the  road  at  this  estimated  cost,  or  if  it  does 
not  wish  to  do  so,  the  work  is  done  by  contract  with  private  parties. 
Both  of  these  methods  have  proved  fairly  satisfactory,  though  it  is 
generally  found  that  it  costs  the  towns  more  to  build  a  road  than  it 
does  private  contractors,  because  the  towns  are  very  apt  to  pay  higher 
wages  and  also  to  employ  less  competent  workmen.  The  law  requires 
that  laborers  should  be  citizens  of  the  state,  whether  the  work  is  done 
by  the  town  or  by  private  contractors. 

The  Highway  Commission  has  an  office  in  Boston,  in  a  building 
owned  by  the  commonwealth,  and  employs  a  staff  of  engineers  and 
also  appoints  a  resident  engineer  to  supervise  the  work  of  construction 
of  each  road  that  it  builds,  and  to  see  that  all  is  done  according  to 
specifications.  The  total  cost  of  the  work  is  paid  by  the  Highway 
Commission,  but  one-fourth  of  the  amount,  with  interest  at  3  per  cent, 
is  repaid  in  installments  within  six  years  by  the  county  in  which  the 
work  is  done.  This  sum  goes  into  the  general  treasury  of  the  state. 
In  order  to  meet  the  large  appropriations  for  the  Highway  Commis- 
sion, a  highway  loan  has  been  made  amounting  to  $2,700,000;  3^  per 
cent  thirty-year  bonds  being  issued  to  raise  the  money. 

Roads  built  by  the  Highway  Commission  are  state  roads  and  are 
maintained  by  the  state  under  the  direction  of  the  Highway  Com- 
mission. 

In  addition  to  engineering  and  construction  work  the  Highway 
Commission  has  undertaken  a  very  careful  study  of  the  distribution  of 


MARYLAND    GEOLOGICAL    SURVEY  357 

road-materials  in  the  state,  and  lias  also  introduced  into  this  country 
the  laboratory  methods  of  determining  the  value  of  road-making  ma- 
terials. It  has  developed  an  important  machine  to  determine  the 
power  with  which  rock  on  the  road  will  consolidate  into  a  solid  mass, 
and  this  is  one  of  the  most  important  properties  that  a  good  road- 
metal  can  possess.1  Up  to  the  end  of  1898,  it  had  built  about  206 
miles  of  roads  and  had  received  452  petitions  to  build  roads.  The 
people  are  gradually  becoming  convinced  of  the  convenience  and 
economy  of  good  roads,  and  petitions  are  steadily  coming  in  for  a 
much  greater  amount  of  roadway  than  can  be  built  even  under  the 
large  appropriation  made  by  the  state. 

Seven  valuable  annual  reports  have  so  far  appeared,  which  discuss 
the  working  of  the  system  and  give  in  great  detail  the  different  items 
of  expense,  such  as  cost  of  rock,  cost  of  crushing,  hauling,  spreading, 
and  so  on,  for  the  various  roads  that  have  been  made ;  also  descriptions 
of  the  different  rocks  and  of  the  experiments  made  to  test  their  relative 
values  as  road-metals. 

Too  much  cannot  be  said  in  commendation  of  the  work  of  the  Mas- 
sachusetts Highway  Commission.  No  state  or  commission  in  the 
country  has  done  so  much  to  improve  the  methods  of  road-construc- 
tion, and  to  make  clear  the  advantage  of  a  proper  selection  of  road- 
material,  in  order  that  the  road  should  be  both  satisfactory  and 
economical. 

The  high  average  cost  of  the  roads  built  in  Massachusetts,  about 
$10,000  a  mile,  results  from  the  policy  of  the  commission  to  improve 
the  worst  and  most  difficult  parts  of  a  road  before  undertaking  the 
better  parts,  and  from  the  great  cost  of  some  of  the  roads  in  the 
mountainous  parts  of  the  state.  They  have  not  only  built  substan- 
tially, but  have  made  many  stone  culverts  and  have  put  strong  guard- 
rails wherever  they  were  needed.  Many  of  their  roads  are,  however, 
built  at  less  than  one-half  the  above  cost. 

MICHIGAN. 

The  counties  are  divided  into  townships  and  the  townships  into 
road  districts.  The  roads  are  under  the  control  of  the  Eoad  Com- 

1  For  a  description  of  this  machine  see  p.  323. 
23 


358  THE    ADMINISTRATION    OF    ROADS 

missioners  of  the  townships  and  are  actually  kept  in  order  by  the 
overseers.  The  Road  Commissioners  and  the  overseers  are  elected 
annually  by  the  electors.  All  state  roads  are  under  the  charge  of  the 
township  overseers. 

The  amount  of  road-tax  is  voted  annually  at  the  township  meeting 
and  the  electors  decide  what  proportion  of  the  road-tax  shall  be  paid 
in  labor  and  what  proportion  in  money.  Any  one  may  send  a  sub- 
stitute to  perform  his  labor  tax.  There  is  also  a  poll  road-tax. 

In  the  case  where  the  expense  on  one  part  of  a  road  or  on  a  bridge 
is  greater  than  $50  the  work  is  done  by  contract.  If  the  expense 
amounts  to  more  than  $100  the  Road  Commissioners  must  have  the 
concurrence  of  the  Township  Board.  In  the  case  of  special  ex- 
penses on  bridges  not  exceeding  $1,000  the  Township  Board  must 
decide  on  the  advisability  of  the  expense.  If  the  expense  is  greater 
than  this  sum  it  can  only  be  made  by  a  vote  of  the  electors.  In  some 
cases  the  county  may  appropriate  a  sum  to  be  divided  among  the  town- 
ships for  the  repairs  of  their  bridges. 

j^ew  roads  may  be  opened,  or  old  ones  altered  and  closed,  by  the 
Road  Commissioners,  but  there  is  always  a  right  of  appeal  from  their 
decision  to  the  Township  Board. 

The  public  roads  must  be  at  least  sixty-six  feet  wide. 

In  1893  a  law  was  passed  allowing  counties  to  pass  from  the  town- 
ship to  the  county  system  of  road  administration  on  vote  of  the 
electors,  and  a  number  of  counties  have  taken  advantage  of  it.  In 
this  system  all  the  roads  of  the  county  are  under  the  direction  of 
County  Road  Commissioners,  and  the  office  of  Township  Road  Com- 
missioner is  abolished. 

.     MINNESOTA. 

The  roads  are  under  the  care  of  overseers  elected  by  the  voters  of 
the  townships.  A  poll-tax  and  a  property-tax  are  levied,  which  may 
be  paid  in  money  or  be  worked  out  at  the  option  of  the  taxpayer. 

A  law  passed  in  1895  permitted  townships,  by  vote,  to  abolish  over- 
seers and  the  poll-tax,  and  to  put  the  roads  under  the  control  of  the 
Township  Supervisors,  who  were  to  appoint  superintendents  to  look 
after  the  construction  and  repairs  of  roads;  and  the  road-tax  must  be 


MARYLAND    GEOLOGICAL    SURVEY  359 

paid  in  money.     Only  two  townships  took  advantage  of  this  law,  and 
their  roads  have  greatly  improved. 

In  addition  to  the  township  system  the  County  Commissioners  may 
construct  new  roads  and  issue  bonds  to  meet  the  expense,  if  voted  for 
by  the  electors  of  the  county.  The  county  provides  a  special  road  fund 
out  of  the  county  levy  to  be  used  by  the  County  Commissioners  wher- 
ever they  think  advisable.  These  county  roads  are  to  be  at  least  66 
feet  wide. 

In  1897  an  amendment  was  passed  to  the  state  constitution,  per- 
mitting the  state  to  aid  in  the  construction  of  highways,  and  this 
amendment  was  adopted  by  the  voters  the  following  year.  In  con- 
tinuance of  the  same  idea,  a  bill  was  introduced  in  1899  to  establish 
a  State  Highway  Commission  to  investigate  the  roads  and  road  ma- 
terials of  the  state,  and  also  to  establish  a  State  Highway  Fund  to 
meet  one-third  of  the  cost  of  making  or  improving  important  high- 
ways in  the  state,  under  the  direction  of  this  commission;  the  amend- 
ment to  the  constitution  had  not  yet  become  sufficiently  familiar  to 
permit  the  passage  of  this  bill,  but  there  is  considerable  agitation  at 
present  on  the  subject,  and  it  is  expected  that  a  similar  bill  will  be 
passed  before  long.  The  interest  in  the  object  of  good  roads  is 
growing  and  has  already  resulted  in  some  marked  improvement. 

MISSISSIPPI. 

The  County  Supervisor  has  control  of  roads  and  appoints  overseers, 
who  attend  to  repairs.  The  law  requires  able-bodied  men  to  work 
ten  days  a  year  on  the  roads;  but  they  rarely  work  more  than  two. 
Little  interest  is  shown  in  the  improvement  of  the  roads. 

MISSOURI. 

New  road-laws  have  recently  been  passed  which  go  into  effect  in 
January,  1900.  According  to  these  the  County  Court  divides  the 
counties  into  districts  and  appoints  three  County  Commissioners  in 
each  district  to  serve  for  a  term  of  three  years  without  salary.  The 
commissioners  have  entire  control  of  the  public  roads  and  may  employ 
laborers  to  do  the  necessary  work  or  may  let  the  work  by  contract. 


360  THE    ADMINISTRATION    OF    KOADS 

There  is  a  property  and  poll-tax;  the  latter  may  be  paid  directly  to 
the  County  Commissioners  or  may  be  worked  out  on  the  roads. 
These  road-taxes  must  be  spent  or  worked  out  in  the  district  where 
they  are  raised. 

In  addition  to  these  taxes  there  is  a  special  tax  of  15  cents  on  the 
hundred  dollars  assessed  valuation  of  real  and  personal  property  to 
be  spent  on  the  roads  of  the  county.  This  raises  an  annual  fund  of 
about  $1,500,000.  Some  counties  have  been  using  the  liquor  license 
tax  for  road-purposes  and  have  made  with  it  many  miles  of  macadam 
roads.  Some  of  these  roads  have  been  well  made  but  are  being  neg- 
lected and  are  deteriorating.  The  use  of  a  portion  of  the  liquor 
license  and  also  of  three-fourths  of  the  fines  from  violation  of  the 
beer-inspection  law  has  been  made  general  in  all  the  counties  of  the 
state;  the  sums  thus  realized  together  with  the  special  tax  mentioned 
above  will  largely  increase  the  amount  available  for  road-purposes, 
which  has  heretofore  been  more  than  $3,000,000. 

The  Interstate  and  State  Good  Road  and  Public  Improvement 
Association  has  its  headquarters  in  St.  Louis,  and  is  doing  much  to 
awaken  interest  in  the  subject  of  roads.  Seventy-three  conventions 
were  held  in  various  counties  of  the  state  last  year.  The  new  laws 
were  largely  due  to  this  association. 

MONTANA. 

The  County  Commissioners  divide  the  counties  into  road  districts 
and  one  supervisor  is  annually  elected  for  each  district,  to  serve  for 
one  year.  The  Road  Supervisors  take  charge  of  the  roads  under  the 
direction  of  the  County  Commissioners  and  keep  them  in  order  and 
employ  labor  to  help  them  in  the  work.  There  is  a  property-  and  a 
poll-tax  levied  by  the  County  Commissioners  and  applied  to  the  roads . 
in  the  district  where  raised.  Provision  is  made  to  allow  persons  to 
pay  their  tax  in  work  on  the  public  roads.  The  public  highways 
must  be  at  least  sixty  feet  wide.  Tolls  on  roads  and  bridges  have  been 
abolished. 

In  1897  the  roads  were  taken  out  of  the  hands  of  the  Road  Super- 
visors and  the  County  Commissioners  and  put  entirely  in  the  charge 


MARYLAND    GEOLOGICAL    SURVEY  361 

of  the  County  Surveyors.  For  some  reason  this  plan  does  not  seem 
to  have  worked  well,  for  in  1899  the  law  was  abolished  and  a  return 
was  ma  V  to  the  former  method  of  supervisors.  It  does  not  appear 
that  the  work  may  be  done  by  contract. 

NEBRASKA. 

The  townships  when  organized,  and  otherwise  the  counties,  are 
divided  into  road-districts  and  overseers  supervise  the  repairs  of  the 
roads  in  the  territory  under  their  charge. 

A  labor-  and  money-tax  are  levied  for  the  maintenance  of  the  roads. 
Three-quarters  of  the  latter  may  be  worked  out  in  labor,  but  the  other 
quarter  must  be  paid  in  money.  A  part  of  this  tax  is  kept  as  a  general 
county  or  township  road-fund;  the  remainder  is  spent  in  the  district 
where  raised. 

The  soil  of  Nebraska  is  of  such  a  nature  that  it  packs  easily  and 
naturally  makes  good  roads.  In  the  country  regions  it  has  not  been 
found  necessary  to  undertake  any  special  construction,  the  roads  re- 
maining fairly  good  the  whole  year;  all  that  is  necessary  is  to  provide 
proper  drainage. 

NEVADA. 

The  roads  are  under  the  charge  of  the  County  Commissioners,  who 
have  full  control  in  their  respective  counties.  There  are  no  roads 
built  or  controlled  by  the  state. 

NEW  HAMPSHIRE. 

Each  town  consists  of  one  highway  district,  and  annually  at  the 
town  meeting  one  to  three  Highway  Agents  are  elected,  who  have 
charge  of  the  construction  and  repairs  of  all  highways  and  bridges, 
and  may  employ  the  necessary  men,  teams,  etc.,  to  help  in  the  work. 
These  agents  report  monthly  to  the  Selectmen  of  the  town,  with 
regard  to  their  expenditures  and  -the  repairs  of  the  roads.  They  hold 
office  for  one  year. 

At  the  annual  election  of  the  town  the  road-taxes  are  fixed  as  a 
certain  proportion  of  the  polls  and  of  the  general  taxes  levied.  In 


362  THE    ADMINISTRATION    OF    KOADS 

1899  an  act  was  passed  which  became  effective  in  such  towns  as 
decided  by  vote  to  adopt  it,  as  follows: 

Each  town  is  divided  into  as  many  highway  districts  as  the  Select- 
men think  expedient,  and  the  Selectmen  appoint  a  Surveyor  of  High- 
ways in  each  district  who  has  entire  charge  of  the  roads  under  the 
direction  of  the  Selectmen.  The  taxes  are  raised  as  in  the  former 
method,  and  are,  in  general,  expended  in  the  district  in  which  they 
are  collected  ;  but  if  the  funds  of  a  district  are  more  than  necessary  for 
its  wants,  they  may,  by  order  of  the  Selectmen,  be  transferred  to  a 
district  where  they  are  more  needed.  These  taxes  must  all  be  paid  in 
money.  About  one-quarter  of  the  towns  of  the  state  have  voted  to 
adopt  this  law  of  1899. 

The  roads  and  bridges  of  the  state  are,  in  general,  in  charge  of  the 
towns,  but  the  state  government  annually  appropriates  money  for  the 
repairs  of  highways  in  the  summer  resort  regions  of  the  state,  this 
being  done  under  agents  appointed  by  the  Governor  and  Council. 
The  last  Legislature,  at  the  suggestion  of  Governor  Rollins,  provided 
for  the  construction  of  two  boulevards,  one  running  along  the  seacoast 
from  Salisbury  to  Newcastle  and  the  other  from  Nashua  to  Man- 
chester. 

As  there  is  no  general  standard  or  system  of  construction  in  the 
state,  the  highways  vary  in  condition  in  the  different  towns.  The 
state  board  of  agriculture  is  about  to  take  up  as  a  part  of  its  institute 
work  the  task  of  informing  the  people  of  the  advantages  of  good 
roads  and  the  manner  of  constructing  them. 


JERSEY. 

The  improvement  of  the  roads  in  New  Jersey  is  being  carried  on 
under  three  different  systems.  Formerly  overseers  were  elected 
annually  in  each  township,  but  this  office  has  been  entirely  abolished, 
and  the  roads  are  now  in  charge  of  either  the  Township  Committee, 
or  the  Board  of  Chosen  Freeholders  of  the  county.  Excepting  those 
which  are  controlled  by  the  county,  as  described  below,  the  public 
highways  are,  in  general,  under  the  direction  of  the  Township  Com- 
mittee, which  appoints  supervisors  to  oversee  the  repairs  to  the  roads. 


MAKYLAND    GEOLOGICAL    SURVEY  363 

The  road-tax  is  levied  by  the  Township  Committee  and  must  always 
be  paid  in  money;  it  is  spent  in  the  township. 

If  certain  persons  desire  to  improve  a  road  and  will  contribute 
towards  this  end,  the  township,  on  the  vote  of  the  electors,  may  then 
add  an  equal  or  less  amount  to  that  already  contributed,  and  improve 
the  road.  Further,  if  one-third  of  the  tax-payers  of  the  township,  rep- 
resenting at  least  two-thirds  of  the  property,  petition  for  the  issue 
of  bonds  for  the  improvement  of  the  roads,  the  question  is  submitted 
to  the  voters,  and  if  they  vote  in  favor  of  it,  the  bonds  are  issued  by  the 
Township  Committee.  There  is  a  limit  to  the  amount  of  bonds 
which  may  be  issued. 

According  to  the  county  system,  the  Board  of  Chosen  Freeholders 
may  take  full  control  of  any  road  in  the  county  to  improve  and 
maintain  it.  The  work  of  improving  the  road  must  be  done  by 
contract,  and  the  money  is  raised  by  a  special  levy,  or  by  the  issue 
of  county  road  bonds,  these  bonds  being  voted  for  by  the  electors. 
One-third  of  the  cost  is  paid  by  cities,  townships,  or  towns,  and  two- 
thirds  by  the  county  at  large.  The  Board  of  Chosen  Freeholders 
employs  an  engineer  to  make  all  the  plans  and  specifications  for  the 
improvement  of  the  roads,  and  then  employs  a  County  Supervisor 
to  inspect  the  roads  and  to  see  to  proper  repairs  when  needed. 

A  State  Aid  Law  was  passed  in  1891  for  the  purpose  of  encour- 
aging the  improvement  of  the  roads  throughout  the  state  and  has 
received  several  amendments  since  then;  its  action  at  present  is  as 
follows:  The  state  now  appropriates  annually  $150,000,  and  the 
Governor  appoints  a  Commissioner  of  Public  Roads  to  see  that  the 
provisions  of  the  law  are  carried  out.1 

The  appropriation  must  be  distributed  among  the  counties  in  a 
way  which  seems  equitable  to  the  Commissioner  of  Roads.  If  the 
Board  of  Chosen  Freeholders  thinks  that  a  road  should  be  improved 
under  this  act,  or  if  the  property  owners  on  the  road  petition  for  its 
improvement,  then  specifications  must  be  drawn  up  and  preliminary 
bids  obtained  to  ascertain  the  approximate  cost,  and  these  must  be 

1  In  1891,  the  first  year  of  the  law,  the  state  appropriated  $20,000;  the  fol- 
lowing three  years,  $75,000,  and  since  then  until  1898,  $100,000  annually. 


364  THE    ADMINISTRATION    OF    ROADS 

submitted  to  the  Commissioner  of  Public  Roads.  If  they  meet  his 
approval  and  he  thinks  the  road  of  sufficient  importance,  and  there 
is  enough  money  remaining  from  the  state  appropriation,  the  improve- 
ment is  made,  the  work  being  done  by  contract. 

The  Commissioner  of  Public  Roads  appoints  a  supervisor  to  oversee 
the  construction,  and  to  see  that  the  specifications  are  carefully 
observed.  If  the  road  has  been  petitioned  for,  the  property  owners 
nominate  a  supervisor;  but  this  provision  has  not  proved  useful,  as 
different  supervisors  have  been  nominated  even  by  the  same  property 
owners.  The  roads  built  or  improved  under  this  act  are  paid  for  as 
follows:  One-third  by  the  state,  and  two-thirds  by  the  county;  or, 
if  petitioned  for,  one-third  by  the  state,  10  per  cent  by  the  property 
owners,  and  the  remainder  by  the  county.  Upon  vote  of  the  electors, 
the  county  may  issue  bonds  for  the  payment  of  its  share  of  the  work. 

These  laws  have  proved  of  great  value  to  the  state,  and  have  resulted 
in  the  building  of  many  miles  of  most  excellent  hard  roads  by  town- 
ships and  by  the  counties.  At  first  there  was  great  opposition  to  the 
State  Aid  Law,  so  great,  indeed,  that  none  of  the  appropriation  for 
1891  was  called  for,  and  less  than  one-third  of  that  for  1892;  but 
it  has  rapidly  grown  in  popular  favor,  and  during  the  present  year, 
1899,  about  120  miles  of  road  are  being  built  at  a  total  cost  of  about 
$500,000.  The  amount  of  bounty  applied  for  is  many  times  as  much 
as  the  increased  appropriation,  and  the  applications  come  more  especi- 
ally from  counties  which  have  already  taken  advantage  of  the  law. 
Fourteen  counties  of  the  twenty-one  belong  to  this  category,  and 
about  325  miles  of  road  were  built  under  the  law  between  1892  and 
1898. 

At  this  year's  session  of  the  Legislature  the  State  Aid  Law  was 
extended  so  that  a  township  or  other  municipality  might  obtain  the 
state  bounty  for  the  improvement  of  their  roads,  if  the  authorities 
were  petitioned  by  abutting  property  owners,  who  agreed  to  meet 
10  per  cent  of  the  cost.  The  roads  so  improved  remain  under  the 
care  of  the  town,  or  municipality,  and  do  not  become  county  roads. 

If  certain  individuals  desire  to  improve  a  particular  road  and  are 
willing  to  meet  the  whole  expense  of  doing  so,  they  apply  to  the 


MARYLAND    GEOLOGICAL    SURVEY 


365 


County  Supervisor,  who  must  then  draw  up  the  proper  plans  and 
specifications,  and  the  road  is  improved  by  contract,  and  then  becomes 
a  county  road  or  a  township  road,  according  to  the  decision  of  the 
Board  of  Chosen  Freeholders. 

A  law  has  been  passed  permitting  townships  to  offer  a  rebate  in 
the  road-tax  to  those  using  wide  tires,  and  a  few  townships  have 
done  so,  but  the  expense  of  changing  to  wide  tires  has  been  an 
obstacle  to  their  use.  Efforts  have  been  made  to  make  wide  tires- 


FIG.  35. — Sandy  road  with  improved  gravel  road  in  foreground,  New  Jersey. 

compulsory,  but  have  not  succeeded  on  account  of  the  opposition  of 
the  Governor. 

The  Commissioner  of  Public  Roads  publishes  an  annual  report  of 
the  work  done  under  the  State  Aid  Law,  and  so  far  there  have 
appeared  five  of  these  reports,  which  give  very  valuable  information 
as  to  the  best  methods  of  road  construction  and  the  cost. 

The  road  materials  of  New  Jersey  are  very  much  like  those  of 
eastern  Maryland,  and  the  problems  in  the  two  states  have  many 
points  of  similarity.  The  excellent  trap  rock  which  occurs  in  the 


366  THE    ADMINISTRATION    OF    ROADS 

northern  part  of  the  state  is  extensively  used,  being  sometimes  trans- 
ported half  the  length  of  the  state.  In  the  eastern  and  southern 
parts  of  the  state  gravels,  very  much  like  those  of  Maryland,  furnish 
the  materials  for  very  good  and  cheap  roads.  The  widths  adopted 
are  eight,  ten,  and  twelve  feet,  according  to  the  amount  of  travel; 
the  cost  of  macadam  roads  is  between  three  and  five  thousand  dollars 
a  mile;  and  one  long  piece  of  gravel  road  was  built  at  a  cost  of  $1,400 
a  mile.  The  new  roads  have  been  of  great  benefit  to  the  state  in  the 
increase  in  the  value  of  real  property,  and  in  bringing  to  the  state 
many  persons  who  might  otherwise  live  elsewhere. 

The  excellent  quality  of  the  roads  seems  to  be  due  to  two  causes: 
(1)  That  the  roads  are  made  by  contract;  and  (2)  That  they  are  made 
under  the  supervision  of  trained  engineers,  and  moreover,  the  im- 
provement of  the  roads  is  stimulated  by  state  aid. 

NEW  YORK. 

The  counties  are  divided  into  towns,  and  in  each  town  there  is  an 
elected  Highway  Commission  of  one  to  three  persons  who  have  charge 
of  all  the  roads  and  bridges  of  the  town.  They  divide  the  town  into 
highway  districts,  and  appoint  an  overseer  of  highways  for  each  dis- 
trict. An  early  law,  which  still  holds,  requires  all  able-bodied  men 
to  work  at  least  one  day  annually  on  the  roads  of  the  district  in  which 
they  reside;  but  the  work  may  be  commuted  at  the  rate  of  $1.00. per 
day  of  8  hours,  except  in  Queen's  county,  where  there  is  a  special 
system.  Towns  may  change  by  vote  from  this  labor  system  to  the 
money  system  of  taxation.  In  towns  which  have  adopted  the  money 
system,  the  Highway  Commissioners  are  not  required  to  designate 
highway  districts,  nor  to  appoint  overseers,  and  they,  may  let  the 
work  by  contract,  or  have  it  done  subject  to  such  supervision  as  they 
think  best.  When  overseers  are  appointed  they  take  charge  of  the 
roads,  keep  them  in  order,  and  supervise  the  work  of  the  men  working 
out  their  tax,  and  also  collect  the  commuted  road-tax.  They  report 
to  the  Highway  Commissioners.  These  latter  report  twice  a  year 
to  the  town  board.  The  Supervisors  of  a  county  may  authorize  a 
town  to  borrow  money  for  the  improvement  of  special  highways  or 


MARYLAND    GEOLOGICAL    SURVEY  367 

bridges,  upon  vote  of  the  electors,  or  upon  petition  of  the  Highway 
Commissioners  and  the  Town  Board. 

The  system  of  each  township  taking  entire  charge  of  its  own  roads 
has  not  proved  perfectly  satisfactory,  and  a  law  was  passed  in  1895 
allowing  the  County  Supervisors  to  take  charge  of  all  important  roads 
in  the  county,  to  manage  them,  and  if  necessary  to  improve  them. 
Very  large  sums  of  money  were  necessary  for  this,  and  the  super- 
visors were  authorized  to  issue  bonds  for  the  purpose.  Every  town- 
ship in  which  a  county  road  exists  is  required  to  adopt  the  money 
system  of  taxation  and  to  abolish  the  labor  system.  County  roads 
are  under  the  charge  of  a  county  engineer  appointed  by  the  Board  of 
Supervisors.  A  number  of  counties  have  taken  advantage  of  this 
law  and  are  improving  their  roads. 

Following  the  example  of  New  Jersey,  Massachusetts,  and  Con- 
necticut, the  New  York  Legislature  passed  a  law  in  1898  providing 
for  state  aid  to  important  roads.  According  to  this  law  the  County 
Supervisors  of  their  own  motion,  or  on  petition  of  property  holders 
with  their  approval,  may  request  the  state  engineer,  who  is  elected 
by  the  people,  to  improve  certain  roads  of  the  county  with  state  aid. 
If  the  engineer  approves,  surveys  ^and  plans  are  made  and  specifica- 
tions drawn  up,  and  the  work  is  done  by  contract.  The  contract  may 
be  given  to  the  towns  through  which  the  road  passes,  if  their  bid 
does  not  exceed  the  estimate  of  cost.  In  counties  having  a  county 
engineer,  he  assumes  supervision  over  the  construction,  under  direc- 
tion of  the  state  engineer,  and  in  other  counties  the  state  engineer 
employs  a  competent  engineer  as  supervisor.  The  cost  of  making 
these  roads  is  paid,  one-half  by  the  state,  35  per  cent  by  the  county, 
and  1'5  per  cent  by  the  town;  but  if  the  road  is  built  as  the  result 
of  petition,  the  last  15  per  cent  is  paid  by  the  persons  owning  property 
benefited  by  the  improvement,  and  not  by  the  town.  On  completion 
of  the  road  it  is  turned  over  to  the  County  Supervisors  for  main- 
tenance, but  this  does  not  seem  very  satisfactory,  for  a  bulletin  issued 
by  the  state  engineer  in  1899  suggests  that  the  control  of  these  roads 
he  put  under  the  state  department. 

Persons  owning  property  abutting  on  a  state  road  must,  after  its 


368  THE    ADMINISTRATION    OF    ROADS 

construction,  pay  their  road-taxes  in  money.  The  state  engineer  may 
require  counties  to  complete  small  lengths  of  roads  under  this  act  for 
the  purpose  of  connecting  pieces  of  state  road  already  built.  The 
state  engineer  is  expected  to  compile  statistics  regarding  the  roads 
of  the  state,  to  inspect  the  lengths  of  road  under  construction  and  to 
give  advice  to  county  and  town  officers. 

There  have  been  seventy-nine  petitions  for  450  miles  of  roads  to 
be  built  with  state  aid  under  this  law  in  the  first  year  of  its  operation ; 
and  as  the  state  appropriation  is  but  $50,000,  only  a  small  number 
of  these  petitions  could  be  complied  with.  Up  to  April,  1899,  con- 
tracts had  been  made  for  about  15  miles  of  road,  distributed  in  five 
counties. 

The  Highway  Commissioners  of  their  own  motion,  or  on  petition, 
may  open,  alter  or  vacate  a  road,  provided  no  objection  is  made  to 
their  plans,  but  if  any  one  interested  is  not  satisfied  he  may  appeal 
to  the  County  Court,  which  then  appoints  three  commissioners  to 
report  to  them  on  the  advisability  of  the  change.  Their  decision  is 
final  unless  an  appeal  is  made  to  the  County  Court.  The  commis- 
sioners assess  the  damages.  All  new  roads  made  in  the  state  of  New 
York  must  be  at  least  three  rods,  or  59|  feet  wide,  and  for  the  sake 
of  encouraging  wide  tires,  persons  using  tires  at  least  three  inches 
wide  on  two-horse  wagons  receive  a  rebate  of  one-half  their  road- 
taxes,  within  certain  limits. 

There  is  great  improvement  of  roads  in  New  York,  and  many 
miles  of  excellent  roads  have  been  constructed.  A  Manual  of  High- 
ways has  been  published  under  the  direction  of  the  state,  which  gives 
all  the  laws,  with  a  careful  explanation  of  them,  and  also  gives  the 
best  methods  of  road  construction,  and  other  subjects  relating  to 
roads.  The  State  Museum  has  undertaken  the  study  of  road  ma- 
terials, and  a  very  interesting  bulletin  showing  the  location  of  quar- 
ries and  kindred  facts,  has  been  issued. 

NORTH  CAROLINA. 

The  system  of  road  administration  varies  very  greatly  in  the 
different  counties,  but,  in  general,  we  may  say  that  the  counties  are 


MARYLAND    GEOLOGICAL    SURVEY  369 

divided  into  townships,  and  these  again  into  road  districts.  In  some 
counties  a  road  superintendent  is  elected  by  the  people  or  by  the 
County  Commissioners,  and  he  appoints  supervisors  of  townships.  In 
counties  where  no  superintendent  exists,  the  supervisors  are  elected  by 
the  County  Commissioners.  Under  the  supervisors  come  the  over- 
seers of  the  districts,  who  are  usually  elected  by  the  Board  of  Magis- 
trates, and  who  take  charge  of  the  actual  work  on  roads. 

Many  counties  levy  both  a  property-  and  a  poll-tax,  and  in  some 
cases  these  may  be  worked  out.  The  tax  is  spent  on  the  roads  in  the 
district  where  it  is  raised.  The  Legislature  has  at  various  times 
passed  special  acts  permitting  certain  counties,  on  vote  of  the  people, 
to  raise  money  by  the  issue  of  bonds.  Some  counties  have  done  this, 
and  they  are  making  many  miles  of  fine  macadam  and  shell  roads. 

The  Mecklenburg  Law,  passed  in  1879,  which  was  originally  in- 
tended to  apply  to  the  counties  and  state  as  a  whole,  but  which  was 
limited  to  Mecklenburg  county,  has  resulted  in  many  excellent  roads 
in  the  county.  This  law  put  the  control  of  the  roads  under  the  Town- 
ship Trustees,  who  divided  the  township  into  road  districts  and  ap- 
pointed a  supervisor  for  each.  Every  able-bodied  man  was  required 
to  work  four  days  a  year  on  the  roads  or  commute  in  money.  There 
was  in  addition  a  money-tax,  which  might  be  worked  out.  Convicts 
were  worked  on  the  roads  and  their  expenses  met  by  the  money  road- 
tax.  In  Charlotte  township  a  general  superintendent  of  roads  was 
employed,  and  the  money-tax  might  not  be  worked  out.  The  recent 
law  of  1899,  modeled  after  the  Mecklenburg  Law  and  applying  to 
quite  a  number  of  counties  seems  to  be  popular  and  will  probably 
gradually  be  extended  to  the  whole  state.  According  to  this  the 
County  Superintendent  of  Koads,  or  the  Township  Supervisors,  are 
elected  by  the  County  Commissioners,  and  they  direct  the  repairs  to 
the  roads.  Some  counties  levy  a  regular  tax  for  the  improvement  of 
the  roads,  and,  in  addition  to  this,  each  able-bodied  man  must  labor 
four  days  annually  or  pay  $2.  This  method  of  working  out  the  road- 
tax  is  to  be  gradually  abolished,  the  County  Commissioners  having 
the  right  to  reduce  the  number  of  days  of  labor  and  increase  the 
money-tax,  so  that  in  a  few  years  the  working  out  of  road-taxes  will 


370  THE    ADMINISTRATION    OF    ROADS 

he  entirely  abolished.  In  addition  to  these  county  taxes,  the  town- 
ships raise  a  special  tax  for  its  roads.  Convicts  have  been  very 
generally  employed  on  the  roads  with  highly  satisfactory  results.  The 
present  law  provides  for  their  employment  under  the  general  direc- 
tion of  the  County  Superintendent  of  roads.  Roads  built  under  this 
law  must  be  at  least  twenty  feet  wide,  except  under  exceptional  cir- 
cumstances, and  old  roads  may  be  relocated  in  order  to  avoid  heavy 
grading. 

In  order  to  encourage  the  use  of  wide  tires,  a  law  authorizes  the 
County  Commissioners  to  make  a  rebate  amounting  at  most  to  one- 
half  his  road-tax  to  any  one  using  wide  tires  on  his  wagons.  The 
width  of  tire  required  in  order  to  obtain  the  rebate  depends  upon  the 
capacity  of  the  wagon. 

The  great  improvement  of  the  roads  is  largely  due  to  the  interest 
taken  by  the  people  of  the  state  in  the  matter.  A  State  Good-Road 
League,  with  several  branches,  works  to  increase  public  sentiment, 
and  excellent  work  is  being  done  by  the  State  Geological  Survey 
under  its  energetic  director,  in  the  study  of  the  distribution  and 
quality  of  available  road  materials,  as  well  as  in  advocating  the  im- 
provement of  the  roads. 

NORTH  DAKOTA. 

The  roads  are  under  the  charge  of  the  township  officers. 

The  amount  of  road-tax  is  annually  voted  at  the  town  meeting; 
and  on  petition  the  question  of  the  maintenance  of  the  roads  by  con- 
tract may  be  submitted  to  vote. 

In  addition,  in  counties  of  5,000  or  more  inhabitants,  there  may  be 
levied  a  county  road-fund,  which  shall  be  expended  under  the  direc- 
tion of  the  County  Commissioners  for  the  improvement  of  important 
roads. 

OHIO. 

The  system  of  road  administration  in  Ohio  is  very  confused.  The 
laws  are  very  numerous  and  different  in  different  parts  of  the  state. 
The  roads  may  be  divided  into  (1)  state  roads,  which  run  between 
two  counties,  (2)  county  roads,  and  (3)  township  roads. 


MARYLAND    GEOLOGICAL    SURVEY  371 

The  first  two  groups  are  under  the  charge  of  the  County  Commis- 
sioners. The  township  roads  are  under  the  charge  of  the  Township 
Trustees,  who  appoint  supervisors  to  see  to  the  repairs.  Township 
roads  may  be  substantially  improved  if  so  decided  by  the  Trustees,  but 
they  must  employ  a  competent  engineer  to  oversee  the  work,  and  they 
may  issue  township  bonds  to  meet  the  expense. 

A  somewhat  similar  rule  applies  to  the  improvement  of  county 
roads.  There  are  also  special  laws  allowing  the  building  of  free 
turnpike  roads,  one-mile  turnpikes  and  two-mile  turnpikes,  with  many 
provisions  looking  towards  possible  contingencies. 

The  county  and  state  roads  must  be  between  thirty  and  sixty  feet 
wide  and  must  be  marked  by  the  County  Commissioners  with  suitable 
stone  monuments.  The  township  roads  must  be  between  16  and  60 
feet  wide.  Sign-boards  must  be  placed  where  needed. 

The  road-tax  is  levied  by  the  County  Commissioners  for  the  county 
roads  and  by  the  Township  Trustees  for  the  township  roads,  and  may 
be  worked  out. 

OREGON. 

The  County  Court  has  general  charge  of  the  roads,  though  in  some 
counties,  a  "  road-master  "  is  appointed  by  the  Court  for  their  more 
immediate  supervision. 

The  Court  divided  the  county  into  road-districts  over  each  of  which 
the  voters  biennially  elect  a  road-supervisor,  who  is  required  to  serve 
or  to  pay  a  fine  of  $25.00.  The  road-tax  is  levied  in  labor,  and  con- 
sists of  a  property-tax  of  one  day's  work  for  each  $1000  assessed 
valuation,  and  a  poll-tax  of  two  days'  work  for  all  able-bodied  men. 
These  taxes  may  generally  be  commuted  in  money,  and  the  County 
Court  may  require  the  property-tax  to  be  paid  in  money.  No  other 
road-tax  may  be  imposed,  but  the  County  Court  may  order  bridges 
built  or  repaired,  and  roads  constructed  from  the  general  tax-fund, 
within  certain  limits.  The  supervisor  has  charge  of  all  details  and 
carries  out  the  provisions  of  the  law.  He  superintends  the  labor, 
collects  the  taxes  and  expends  them,  reporting  to  the  County  Court. 

A  certain  proportion  of  the  receipts  from  the  sale  of  the  public 
lands  of  the  state,  and  the  direct  tax  collected  by  the  National  Gov- 


372  THE    ADMINISTRATION    OF    ROADS 

eminent  in  1861  and  afterwards  returned  to  the  state,  is  to  be  divided 
among  the  various  counties  for  the  improvement  of  roads  and  bridges. 

In  order  to  encourage  the  use  of  wide  tires  a  law  has  been  passed 
which  will  become  effective  in  1900  to  give  a  rebate  of  $1.00  per 
wheel  on  all  wagons  having  tires  three  or  more  inches  wide  and  an 
additional  rebate  of  $2.00  per  wagon  if  the  tires  are  four  or  more 
inches  wide,  provided  the  front  and  back  wheels  do  not  track. 

In  February,  1899,  a  bill  was  passed  authorizing  the  employment  of 
•convicts  to  work  on  county  roads  under  the  control  of  the  road-super- 
visor, but  it  is  too  soon  to  draw  conclusions  as  to  the  success  of  the 
plan. 

Roads  are  opened,  altered  or  vacated  by  order  of  the  County 
Court  on  petition,  after  receiving  the  report  of  three  viewers  who  are 
appointed  by  the  court.  Public  roads  are  to  be  sixty  feet  wide  unless 
the  County  Court  decides  otherwise,  but  they  must  not  be  narrower 
than  forty  feet  nor  wider  than  eighty  feet.  Guide-boards  must  be 
placed  where  needed,  and  mile-posts  or  stones  are  to  be  placed  along 
the  public  roads. 

PENNSYLVANIA. 

The  counties  of  Pennsylvania  are  divided  into  townships,  and  each 
township  maintains  its  own  roads.  Supervisors  are  appointed,  three 
for  each  township,  who  hire  laborers  to  keep  roads  and  bridges  in 
repair.  The  supervisors  themselves  do  not  work  on  the  roads,  but 
correspond  more  to  the  Road  Commissioners  of  some  counties  of 
Maryland.  Three-fourths  of  the  road-tax  may  be  worked  out  on  the 
road,  but  the  Road  Supervisors  may  collect  some  or  all  of  the  other 
fourth  in  money  in  order  to  buy  road  machinery  or  to  meet  other 
expenses  requiring  money.  Roads  are  opened,  altered  or  closed  by 
order  of  the  Court  of  Quarter  Sessions,  from  whose  decision  an  appeal 
may  be  taken  to  the  Court  of  Common  Pleas. 

Persons  using  tires  at  least  4  inches  wide  on  wagons  carrying  2,000 
pounds  or  over,  are  allowed  a  rebate  of  one-quarter  of  their  road-tax. 

Guard-rails  and  bridges,  too  expensive  for  the  township  to  build, 
may  be  built  by  the  county. 


MARYLAND    GEOLOGICAL    SI  KVEY 


373 


In  1S95  a  law  was  passed  for  the  special  purpose  of  allowing  an 
improvement  of  the  roads  around  Pittsburg,  but  it  was  made  a  general 
law  of  the  state.  The  control  of  the  roads  of  the  county  was  vested 
in  the  County  Commissioners,  who  :were  to  decide  on  the  improve- 
ments to  be  made.  Their  plans  must  be  approved  by  a  Grand  Jury 
and  by  the  Court,  and  then  the  work  is  to  be  done  by  contract,  the 


FIG.  36. — Macadam  road  at  Bryn  Mawr,  Pa. 

expense  being  met  by  the  county.  Roads  built  under  this  act  are 
county  roads  and  are  under  the  care  of  the  County  Commissioners. 
The  law  provides  for  the  awarding  of  damages,  appeals,  etc. 

The  above  represents  in  general  the  state  of  the  laws  in  Pennsyl- 
vania, but  there  are  so  many  and  such  a  variety  of  special  laws  for 
individual  townships  that  it  is  impossible  even  to  indicate  them  all 
in  a  short  outline. 

24 


374  THE   ADMINISTRATION    OF    ROADS 

In  1896  the  Department  of  Agriculture  of  Pennsylvania,  under 
the  supervision  of  Deputy  Secretary  of  Agriculture  John  Hamilton, 
collected  and  published  all  the  road-laws  of  the  state.  They  consisted 
of  a  mass  of  special  acts,  so  confused  and  cumbersome,  that  the  fol- 
lowing year  Mr.  Hamilton  introduced  into  the  Legislature  a  simple 
and  comprehensive  law,  providing  for  township  control  of  roads  under 
three  supervisors  elected  to  serve  three  years,  one  supervisor  being 
elected  annually.  Between  one-fourth  and  one-half  of  the  road-tax  must 
be  paid  in  money  and  the  rest  may  be  worked  out.  Road-masters  are 
appointed  by  the  supervisors  to  work  on  not  less  than  five  miles  of 
road  and  to  employ  laborers  to  work  with  them.  This  law  was  passed ; 
but  it  was  not  to  go  into  effect  until,  the  Legislature  appropriated  one 
million  dollars  to  be  distributed  among  the  townships  in  proportion 
to  their  road  mileage,  but  no  mpre  to  go  to  any  township  than  is 
raised  for  road  purposes  in  that  township. 

Although  the  legislators  were  pledged  to  appropriate  this  sum  at 
the  last  Legislature,  1898,  the  difficulty  of  electing  a  United  States 
Senator  prevented  the  consideration  of  the  subject. 

Some  wealthy  townships,  such  as  Bryn  Mawr  and  Haverford,  have 
built  most  excellent  roads,  but  the  roads  in  the  state  generally  are 
not  good. 

RHODE  ISLAND. 

The  roads  are  in  charge  of  the  Highway  Commissioners  of  the  town, 
who  are  elected  annually  at  the  town  meeting.  They  appoint  super- 
visors to  attend  to  the  repairs  of  the  roads.  There  is  no  special  road- 
tax,  but  at  the  annual  town  meeting  a  certain  sum  is  appropriated  from 
the  general  tax-fund  for  the  building  and  maintenance  of  the  roads, 
and  this  of  course  may  not  be  worked  out  in  labor. 

A  law  has  been  passed  to  become  effective  in  1902  according  to 
which  the  tires  of  all  wagons  must  have  a  certain  breadth  depend- 
ent upon  the  size  of  the  axle  and  new  wheels  added  to  wagons  after 
April  1,  1898  were  required  to  comply  with  the  law. 

In  order  to  educate  the  people  to  the  benefits  of  good  roads,  a  State 
Highway  Commissioner  has  been  appointed  and  authorized  to  build 


MARYLAND    GEOLOGICAL    SURVEY  375 

sample  half-miles  of  roads  in  townships  applying  for  them,  three- 
quarters  of  the  cost  being  met  by  the  state  and  one-quarter  by  the 
township  in  which  the  road  lies.  A  number  of  sample  pieces  have 
been  built.  This  law  has  been  repealed  and  at  present  Khode  Island 
is  doing  nothing  as  a  state  to  improve  its  highways. 

SOUTH  CAROLINA. 

Very  little  progress  has  been  made  and  the  roads  are  very  bad. 
The  Township  Board  appoints  road  overseers,  who  supervise  the 
work  on  the  roads ;  convicts  have  been  used. 

SOUTH  DAKOTA. 

In  some  counties  of  this  state  the  roads  are  in  the  hands  of  the 
County  Commissioners,  who  appoint  supervisors  to  keep  the  roads  in 
order;  in  counties  where  townships  have  been  organized  the  Township 
Trustees  administer  the  roads,  and  the  road-supervisors  are  elected. 
The  County  Commissioners  levy  the  road-tax,  which  consists  of  both 
a  property-  and  a  poll-tax.  It  must  be  expended  in  the  district  where 
raised  and  may  be  worked  out  in  labor. 

In  the  eastern  part  of  the  state  where  the  country  is  level  the  roads 
are  good,  but  in  the  mountainous  region  to  the  west  they  are  very 
bad,  and  no  special  movement  has  been  inaugurated  to  improve  them. 
Public  highways  are  required  by  law  to  be  60  feet  wide. 

TENNESSEE. 

Until  the  present  year  the  counties  were  divided  up  into  road  dis- 
tricts, with  a  Road  Commissioner  over  each,  who  appointed  overseers 
to  have  charge  of  small  sections  of  the  roads,  but  the  present  law 
requires  the  County  Court  to  elect  a  Road  Commissioner  biennially, 
who  has  charge  of  all  the  highways  of  the  county.  The  office  of 
overseer  has  been  abolished  and  all  the  work  on  the  roads  is  done  by 
contract. 

The  County  Court  levies  a  property  road-tax,  and  also  requires 
every  able-bodied  man  to  work  a  certain  number  of  days  on  the  roads, 
but  he  may  commute  this  by  a  small  payment.  The  road-tax  is  spent 


376  THE    ADMINISTRATION    OF    BO  ADS 

in  the  district  where  it  is  raised,  the  contractors  having  the  right  to 
call  on  all  persons  liable  to  work  who  have  not  commuted  their  tax. 

The  opening,  changing,  or  vacating  of  highways  is  done  by  petition 
to  the  Road  Commissioner,  who  then  reports  to  the  County  Court, 
which  decides  the  question,  with  the  right  of  aggrieved  persons  to 
appeal. 

There  are  many  miles  of  toll  roads  in  Tennessee,  for  which  the 
people  pay  annually  a  very  large  sum  in  tolls.  Some  counties  are 
doing  good  work  in  improving  their  roads.  Hamilton  county  in  par- 
ticular has  made  great  progress.  The  convicts  under  punishment  for 
small  misdemeanors  have  been  organized  into  a  force  to  work  on  the 
public  roads,  and  many  miles  of  good  telford  roads  have  been  built  by 
them. 

TEXAS. 

Roads  are  under  the  control  of  the  County  Court,  which  appoints 
supervisors  to  oversee  repairs  to  roads ;  there  is  a  poll-tax  of  five  days' 
work  annually,  but  it  is  not  strictly  enforced.  The  roads  in  general 
are  very  bad,  but  there  has  been  some  interest  aroused  in  the  subject, 
resulting  in  the  state  convention  of  1895,  and  some  good  roads  have 
been  built.  Convicts  have  been  employed  to  some  extent  on  the 
roads. 

UTAH. 

The  County  Court  has  general  supervision  of  the  roads  of  the 
county,  which  it  divides  up  into  districts;  the  court  appoints  a  super- 
visor biennially  for  each.  The  supervisors  take  charge  of  the  repairs 
of  roads  in  their  districts  and  see  that  everything  is  kept  in  order. 
They  report  annually  to  the  County  Court. 

The  roads  are  kept  up  by  poll-taxes,  which  may  be  paid  either  by 
two  days'  labor  or  in  money. 

The  opening,  altering  or  vacating  of  roads  is  in  the  hands  of  the 
County  Court. 

VERMONT. 

Road  Commissioners  are  elected  annually  by  each  town  and  have 
charge  of  all  the  highways  of  the  town.  The  Town  Selectmen  levy 


MARYLAND    GEOLOGICAL    SURVEY  377 

a  road-tax  which  must  be  paid  in  money  and  may  not  be  worked  out; 
this  is  applied  to  the  roads  of  the  town.  The  larger  bridges  are  under 
the  control  of  the  Selectmen  and  are  repaired  out  of  the  general  town 
taxes. 

County  Road  Commissioners  are  appointed  by  the  County  Court, 
whose  duty  it  is  to  see  that  the  Selectmen  of  the  town  keep  in  order 
the  roads  under  their  charge;  but  they  do  not  themselves  have  charge 
of  any  roads. 

At  the  last  Legislature  a  bill  was  passed  authorizing  the  Governor 
to  appoint  a  State  Highway  Commissioner.  This  office  is  largely 
advisory.  The  State  Highway  Commissioner  meets  the  Town  Com- 
missioners of  each  county  and  discusses  with  them  the  advisability  of 
the  improvements,  and  the  best  methods  of  improving  the  important 
highways  in  their  county. 

A  state  road-tax,  which  was  formerly  divided  between  the  towns, 
according  to  mileage,  is  now  used  to  pay  one-half  the  expense  of  im- 
proving the  main  thoroughfares,  subject  to  the  approval  of  the  State 
Highway  Commissioner,  who  decides  which  roads  shall  be  improved 
and  makes  the  specifications;  the  other  half  is  paid  by  the  towns 
through  which  the  thoroughfares  pass. 

If  the  Selectmen  are  petitioned  to  open,  alter,  or  vacate  a  highway, 
they  examine  the  premises  and  decide  the  matter;  any  one  interested 
in  lands  through  which  the  road  passes  may  appeal  to  the  County 
Court,  which  then  appoints  three  commissioners  to  report  on  the 
project,  and  the  court  decides  on  their  report. 

Much  interest  is  felt  in  Vermont  in  the  improvement  of  the  roads 
and  already  much  work  has  been  done. 

The  adoption  of  wide  tires  is  also  becoming  more  general,  though 
there  is  no  law  requiring  them. 

VIRGINIA. 

There  is  no  general  system  of  road  administration  in  Virginia,  but 
the  various  counties  have  special  methods  of  their  own.  In  some 
cases  the  laws  are  administered  by  the  counties  or  by  the  township 
officers,  who  are  sometimes  elected  and  sometimes  appointed.  These 
officers  appoint  Road  Supervisors  to  attend  to  the  actual  repairs. 


378  THE    ADMINISTRATION    OF    ROADS 

A  property  road-tax  is,  in  general,  levied,  and  to  this  a  poll-tax  is 
added  in  some  counties,  and  in  some  cases  it  may  be  worked  out  in 
labor. 

There  is  great  interest  in  the  subject  of  the  improvement  of  the 
roads,  and  many  meetings  are  held  where  the  matter  is  discussed. 
The  use  of  road-machines  is  becoming  more  general,  but  so  far  there 
has  not  been  any  marked  improvement  in  the  general  condition  of 
the  roads. 

WASHINGTON. 

The  counties  are  divided  into  road  districts,  for  each  of  which  a 
supervisor  is  annually  elected  by  the  voters.  At  the  same  time  the 
voters  decide  on  the  amount  of  the  road-tax  to  be  paid  for  the  year.  This 
tax  is  to  be  expended  in  the  district  where  it  is  raised,  the  people, 
however,  being  permitted  to  work  out  this  tax  on  the  roads.  In  addi- 
tion to  this  there  is  a  road-tax  to  be  paid  in  money.  On  petition  to 
the  County  Commissioners  new  county  roads  may  be  laid  out  in  width 
between  thirty  and  one  hundred  feet.  The  County  Commissioners 
appoint  viewers  to  examine  the  feasibility  of  the  plan  and  decide  on 
damages  to  be  paid. 

WEST  VIRGINIA. 

The  election  districts  in  each  county  are  divided  by  the  County 
Court  into  a  number  of  road  precincts,  over  each  of  which  it  bien- 
nially appoints  a  surveyor  of  roads,  who  is  obliged  to  serve  or  pay  a 
fine.  He  has  charge  of  the.  roads  and  bridges,  keeps  them  in  order 
and  repairs  them,  and  may  hire  such  hands,  wagons,  and  so  on  as  he 
may  require  for  the  work;  and  he  reports  the  work  done  and  his 
accounts  to  the  County  Court.  The  work  must  be  done  during  the 
summer  and  sign-posts  are  to  be  put  up  at  cross-roads 

The  County  Court  determines  the  amount  of  the  road-tax  and  it  is 
expended  in  the  district  where  collected.  This  tax  may  be  worked 
out  on  the  roads  in  person  or  by  substitute,  but  the  court  may  require 
not  more  than  .one-third  of  the  tax  to  be  paid  in  money. 

When  large  bridges  are  to  be  built  the  work  is  done  under  the 


MARYLAND    GEOLOGICAL    8UBVEY  379 

order  of  the  County  Court,  who  may  let  the  work  by  contract  and 
pay  for  it  out  of  the  county  treasury,  by  special  levy,  upon  the  vote 
of  the  people,  or  by  issue  of  bonds. 

When  special  work  is  done  for  the  construction  and  improvement 
of  the  roads,  the  court  appoints  three  commissioners,  one  of  them 
being  an  engineer,  to  superintend  the  work. 

Upon  petition,  roads,  bridges  or  landings  may  be  opened,  altered  or 
closed,  the  County  Court  appointing  viewers  to  consider  and  report 
to  them  on  the  project,  and  they  decide  whether  or  not  to  undertake 
it.  If  damages  cannot  be  settled  by  agreement  then  condemnation 
proceedings  are  resorted  to. 

Although  nearly  $700,000  are  spent  annually  on  the  roads,  very 
little  improvement  has  resulted,  but  interest  is  aroused  in  the  subject 
and  improvements  may  be  expected. 

WISCONSIN. 

The  roads  are  under  the  direction  of  the  Town  Supervisors,  who  are 
elected  by  the  people,  and  they  appoint  superintendents  to  care  for 
the  roads.  Formerly  a  "  path-master  "  was  in  charge  of  the  roads 
of  each  school  district,  but  this  office  has  been  abolished.  The  Town 
Supervisors  levy  a  property-tax  and  in  some  towns  also  a  poll-tax, 
which  may  be  worked  out  in  labor  on  the  roads.  A  town  may  also 
vote  to  levy  a  special  tax  to  improve  its  roads,  but  there  appears  to  be 
no  provision  for  borrowing  money  on  bonds  for  this  purpose. 

Public  roads  must  be  4  rods,  66  feet,  wide  unless  the  Supervisors 
decide  that  3  rods  would  be  wide  enough.  Wagons  with  tires  three 
inches  wide  are  exempt  from  taxation. 

There  are  some  agitation  and  interest  throughout  the  state  in  the 
improvement  of  the  roads  and  some  roads  have  been  graded  and 
macadamized.  The  Geological  and  Natural  History  Survey  of  Wis- 
consin is  engaged  in  the  study  of  the  road-making  materials  of  the 
state. 

WYOMING. 

The  County  Commissioners  have  general  charge  of  all  public  roads 
in  the  county.  The  care  of  the  roads  is  in  the  hands  of  a  County 


380  THE    ADMINISTRATION    OF    EOADS 

Supervisor,  elected  biennially;  or  the  County  Commissioners  may 
divide  the  county  into  road  districts,  with  a  Supervisor  elected  for 
each;  these  Supervisors  are  under  the  direction  of  the  County  Com- 
missioners. 

The  County  Commissioners  annually  levy  a  property-tax  for  main- 
tenance of  roads,  and  in  counties  divided  into  districts  may  also  levy 
a  poll-tax,  which  may  be  worked  out  on  roads. 

Opening,  altering  or  vacating  a  road  is  by  petition  to  the  County 
Commissioners,  who  appoint  a  viewer  to  examine  and  report  on  the 
matter.  If  damages  cannot  be  easily  adjusted,  appraisers  are  ap- 
pointed; and  the  County  Commissioners  come  to  a  decision  after  they 
report.  Appeals  may  be  taken  to  the  Circuit  Court, 

Roads,  in  general,  must  be  between  60  and  100  feet  in  width,  and 
sign-boards  are  placed  where  the  County  Commissioners  think  they 
are  needed. 

THE  EMPLOYMENT  OF  CONVICTS  IN  Ro AD-BUILDING. l 

The  employment  of  convicts  for  work  on  roads  is  a  question  that 
has  been  much  discussed,  arguments  being  used  both  for  and  against 
it.  In  some  parts  of  the  South  they  have  been  employed  for  a  num- 
ber of  years,  and  so  far  with  success.  In  1895,  Professor  J.  A. 
Holmes,  State  Geologist  of  North  Carolina  and  Secretary  of  the  State 
Road  Association,  wrote  as  follows: 

"  The  use  of  convicts  on  public  roads  has  been  so  intimately  connected 
with  the  growth  of  the  road  movement  in  North  Carolina  that  it  deserves 
some  special  mention  in  this  connection.  Even  prior  to  the  first  adoption 
of  the  Mecklenburg  road  law,  the  General  Assembly  of  the  State  had  made 
provisions  (1867,  1873,  1875,  1877,  1879,  and  later,  in  1889)  for  the  use  of 
convicts  in  case  any  county  should  desire  it.  But  little  was  done  in  this 
direction,  however,  until  the  work  was  begun  in  Mecklenburg  County. 
From  that  day  down  to  the  present  the  use  of  convicts  has  been  an  essen- 
tial feature  in  Mecklenburg  and  in  the  majority  of  the  counties  of  North 
Carolina  which  have  joined  in  the  movement.  Indeed,  this  use  of  convicts 
has  in  the  majority  of  cases  been  the  most  important  factor  in  deciding 
these  counties  to  vote  a  tax  for  the  improvement  of  the  public  roads,  and 
the  result  of  the  experiment  in  this  State  has  been  altogether  favorable  to 
the  system,  both  in  point  of  efficiency  and  economy  and  in  the  health  of  the 
convicts. 

1  See  U.  S.  Dept.  of  Agric.,  Office  of  Ed.  Inquiry,  Bulls.  11,  16  and  19. 


MARYLAND    GEOLOGICAL    SURVEY 

"  The  returns  from  eighty  counties  in  the  State  show  that  the  average 
cost  of  convicts  when  they  are  confined  in  the  county  jail  is  a  little  more 
than  30  cents  per  day;  whereas  the  average  cost  per  day  per  convict,  includ- 
ing feeding,  clothing,  medical  attention,  and  guarding,  when  they  are  em- 
ployed on  the  public  roads,  is  as  follows  in  several  of  the  more  promi- 
nent counties:  Mecklenburg,  using  80  convicts,  20  to  22  cents  per  day; 
Wake,  57  convicts,  20%  cents  per  day;  Durham,  40  to  50  convicts,  17  to  20 
cents  per  day;  Cabarrus,  20  convicts,  42  to  45  cents  per  day;  Buncombe,  65 
convicts,  <J5  cents  per  day;  Alamance,  22  cents  per  day,  Davidson,  20  cents 
per  day;  Forsyth,  25  cents  per  day;  and  Lenoir,  using  from  10  to  15  con- 
victs, 15  cents  per  day — a  general  average  of  about  24  cents.  In  the  case 
last  mentioned  (Lenoir)  only  short-term  convicts  are  employed. 

"  In  all  cases  these  convicts  are  carefully  described  and  photographed. 
They  are  offered  certain  inducements  in  the  way  of  reward  or  shortening 
of  term  if  they  remain  at  their  posts  and  faithfully  discharge  their  duties. 
A«d  with  this  they  are  employed  on  the  public  roads  very  much  as  hired 
labor  would  be,  under  the  control  of  a  superintendent  or  foreman,  but  with- 
out any  guard,  and  they  are  allowed  to  remain  at  their  homes  from  Satur- 
day night  to  Monday  morning.  This  novel  experiment  has  now  been  in 
operation  for  a  year,  and  not  a  convict  has  attempted  to  escape  or  declined 
to  labor  faithfully,  and  the  result  has  been  a  decided  improvement  in  the 
public  roads. 

"  An  examination  of  the  records  of  all  the  counties  that  are  using  con- 
vict labor  on  the  public  roads  shows  that  but  few  convicts  have  escaped; 
that  the  health  of  the  convicts  has  been  much  better  when  at  work  on  the 
roads  than  when  formerly  imprisoned  in  the  jail;  that  their  labor  has  proved 
more  efficient  than  that  which  can  be  hired  in  the  country  at  ordinary 
prices  of  from  50  to  75  cents  per  day;  and  that  these  figures  show,  it  not 
only  costs  less  to  use  the  convicts  on  the  public  roads  than  it  does  to  em- 
ploy hired  labor,  but  that  furthermore,  it  costs  less  to  maintain  these  con- 
victs when  at  work  on  public  roads  than  when  confined  in  the  county  jail." 

Since  this  was  written  the  employment  of  convicts  in  North  Caro- 
lina has  increased,  and  many  miles  of  excellent  roads  have  been 
built  by  their  labor,  and  no  objection  seems  to  be  made  against  this 
work  in  that  state.  In  Georgia  a  similar  plan  has  been  adopted,  and 
there  also  it  is  looked  upon  as  a  great  success. 

When  the  question  was  before  the  New  York  Legislature  some 
years  ago,  'the  Prison  Association  of  New  York  objected  very  much 
to  the  use  of  convicts  on  the  roads  and  passed  a  resolution  "  That  this 
Association  most  emphatically  deems  the  employment  of  convicts  upon 
the  public  roads  as  demoralizing  alike  to  the  public  and  to  the  convicts 
themselves."  The  objections  made  by  this  Association  were  (1)  that 
the  employment  of  convicts  would  interfere  with  outside  labor;  (2) 


382  THfc    ADMINISTRATION    OF.  KOADS 

that  the  state  convicts  could  only  be  employed  on  state  roads  accord- 
ing to  the  law;  (3)  that  a  large  force  would  be  required  to  prevent 
escapes  and  that  many  escaping  convicts  would  have  to  be  shot;  (4) 
that  the  prejudice  against  convict  labor  would  necessitate  a  military 
guard  to  protect  them;  (5)  that  it  is  demorali/ing  to  the  convicts  to 
employ  them  publicly,  and  also  demoralizing  to  the  public  at  large. 
The  Legislature,  nevertheless,  passed  the  bill  permitting  the  use  of 
convicts  on  public  roads  within  a  certain  distance  of  the  prisons.  The 
results  have  not  justified  the  objections  made  by  the  New  York  Prison 
Association.  The  warden  reports  that  the  work  has  gone  on  very 
satisfactorily.  On  the  other  hand  this  convict  labor  has  not  been  very 
profitable  to  the  state.  It  was  also  found  in  Virginia  that  convict 
labor  on  the  railroads  was  not  economical.  But  the  report  of  Pro- 
fessor Holmes  just  cited  shows  that  in  North  Carolina  convict  labor  is 
efficient;  and  this  may  also  be  said  of  Georgia. 

Another  method  has  been  adopted  in  California.  The  convicts  at 
Folsom  Prison  work  a  stone-crushing  plant,  and  the  broken  stone  is 
sold  to  the  counties  at  a  small  advance  on  the  actual  cost  of  the  pro- 
duction. There  is  natural  waterpower  at  Folsom  which  is  used  to 
run  the  machinery.  By  this  method  large  quantities  of  stone  have 
been  broken  and  have  been  distributed  at  very  small  cost  by  the  rail- 
roads to  various  parts  of  the  state,  and  the  work  is  looked  upon  as 
extremely  successful. 

The  objection  to  convict  labor  on  the  roads  because  it  competes  with 
free  labor  is  not  worthy  of  serious  consideration;  for  it  is  certainly 
more  to  the  advantage  of  the  free  laborers  to  have  the  roads  im- 
proved for  them  than  to  pay  taxes  both  for  the  improvement  of  the 
roads  and  for  the  support  of  the  convicts  also;  and  this  is  true  even 
for  the  comparatively  small  number  of  laborers  who  might  be  em- 
ployed on  the  roads. 

In  the  following  states  convicts  are  employed  on  the  roads: 
Georgia,  Mississippi,  New  York,  New  Jersey,  North  Carolina,  Oregon 
(recently),  Texas,  and  Virginia.  In  other  states  either  they  are  not 
so  used  or  no  information  could  be  obtained  in  the  matter.  In 
response  to  questions  asking  the  nature  of  public  sentiment  on  this 


MARYLAND    GEOLOGICAL    SURVEY  383 

subject,  many  answers  stated  that  the  people  were  much  opposed  to 
the  public  use  of  convicts.  The  experience  of  the  states  where  they 
are  used  seems  to  show  that  they  can  be  used  to  advantage  under  cer- 
tain circumstances,  and,  moreover,  the  work  which  they  do  seems  to 
be  healthful  and  advantageous  to  the  convicts  themselves.  The 
objection  to  their  exposure  to  public  view  is  a  valid  one,  but  so  far 
does  not  seem  to  be  practically  very  serious.  The  other  method  of 
employing  them  in  quarries  to  prepare  stone  for  the  roads  is  entirely 
free  from  all  reasonable  objections,  and  unless  it  should  be  found  that 
the  stone  can  be  prepared  more  cheaply  by  free  labor,  this  method 
seems  to  be  extremely  good.  In  determining  the  relative  cost  of  stone 
produced  by  convict  or  by  free  labor,  the  only  expense  that  should 
be  charged  against  convict  labor  is  the  expense  in  addition  to  that 
which  would  be  necessary  if  they  were  kept  in  the  prison.  This 
differs  greatly  in  different  localities,  as  has  been  shown,  the  convict 
labor  being  hardly  profitable  in  New  York,  and  there  being  a  distinct 
financial  gain  in  North  Carolina.  Talbot  and  Queen  Anne's  coun- 
ties have  laws  permitting  the  working  of  convicts,  but  their  number 
has  been  so  small  that  it  was  not  economical  to  employ  them. 

When  the  time  comes  for  Maryland  to  undertake  the  improvement 
of  her  roads  on  a  large  scale,  it  is  not  improbable  that  convict  labor 
may  be  used  with  advantage  in  certain  parts  of  the  work. 


THE  ADMINISTRATION  OF  EOADS  IN  EUROPE.1 

AUSTRIA. 

In  Austria  there  are  two  classes  of  roads — State  Roads  and  Provin- 
cial Roads.  In  1873  there  were  15,000  kilometers  of  state  roads. 
They  are  entirely  maintained  by  the  state,  and  tolls  are  charged. 
These  roads  are  generally  of  macadam  construction,  but  in  some 
regions  are  telford.  They  are  very  heavily  built;  indeed,  far  more 
heavily  than  is  consistent  with  true  economy.  Wide  tires  are  pre- 

1  Much  valuable  information  on  this  subject  is  contained  in  U.  S.  Consular 
Reports  on  Streets  and  Highways  in  Foreign  Countries.  1891. 


384  THE    ADMINISTRATION    OF    BO  ADS 

scribed  for  wagons  carrying  heavy  loads,  but  the  details  are  different 
in  different  parts  of  the  country. 

The  other  public  roads  are  maintained  and  controlled  by  the  prov- 
inces or  sections  of  the  provinces.  They  are  divided  into  (1)  Pro- 
vincial Roads,  made  and  maintained  by  the  provincial  community 
out  of  its  general  fund.  They  are  similar  in  construction  to  the 
state  roads.  (2)  District  Roads,  which  are  under  the  control  of  the 
District  Board  and  the  general  direction  of  the  Provincial  Committee. 
They  are  maintained  by  the  district  taxes,  and  are  sometimes  aided 
from  the  provincial  fund.  (3)  Community  Roads,  which  are  built 
and  maintained  by  the  community  through  which  they  run,  under  the 
general  control  of  the  District  Board,  which  sometimes  subsidizes 
them.  State  and  Provincial  roads  have,  usually,  a  road-bed  about  six 
meters  wide,  whereas  the  community  roads  vary  from  three  to  four 
meters  in  width. 

FRANCE. 

There  is  no  better  or  more  complete  system  of  roads  to-day  than 
that  in  France;  indeed,  the  network  of  roads  is  so  thorough  that 
few  new  roads  have  to  be  built,  the  problem  being  to  keep  in  good 
order  the  present  roads.  The  highways  have  done  more  than  the 
railroads  to  raise  the  value  of  lands  and  to  make  markets  easy  of 
access  to  small  farmers;  and  to  the  splendid  roads  has  been  attributed 
the  material  development  of  the  country,  for  they  contribute  largely 
to  the  success  of  the  small  landed  proprietors  and  thus  to  the  general 
distribution  of  wealth,  a  very  great  advantage  to  the  state. 

France  is  divided  into  eighty-seven  "  departments,"  each  governed 
by  a  Prefect.  These  are  again  divided  into  about  four  "  arondisse- 
ments,"  each  of  these  divisions  corresponding  in  area,  roughly,  to  a 
county  in  Maryland.  The  arondissements  are  divided  into  cantons, 
and  subdivided  into  communes.  The  cantons  are  roughly  equivalent 
to  our  election  districts  in  area,  and  the  communes  have  an  average 
of  about  six  square  miles. 

The  roads  of  France  are  grouped  into  four  classes:  (1)  National 
or  military  roads,  which  are  entirely  under  the  control  of  the  national 
government.  These  are  large  and  important  highways  connecting 


MARYLAND    GEOLOGICAL    SURVEY 


385 


all  the  principal  points  of  the  state.  (2)  Departmental  roads,  which 
are  entirely  under  the  care  of  the  departments;  they  connect  the  prin- 
cipal points  of  the  department  and  form  a  system  quite  independent 
of  the  national  roads.  (3)  Neighborhood  roads,  which  are  again  sub- 
divided into  three  groups  are  maintained  by  the  communes  through 
which  they  run.  In  some  cases  they  receive  help  from  the  depart- 
ment or  from  the  central  government.  (4)  Rural  roads,  which  are  of 
comparatively  small  importance  and  of  which  very  little  record  is  kept. 
The  total  length  of  roadway  in  France  is  very  great,  as  is  shown 
in  the  table  below.  The  original  cost  of  these  can  only  be  approxi- 
mately estimated,  as  many  were  built  so  long  ago  that  no  records 
have  been  kept.  Their  annual  maintenance  is  a  great  expense  to  the 
state,  the  departments,  and  the  communes.  They  are  kept  in  order 
by  a  large  retinue  of  employees,  but,  as  will  be  seen  a  little  later,  the 
cost  of  this  work  is  more  than  made  up  in  the  saving  in  the  cost  of 
transportation.  The  following  table  gives  some  interesting  statistics 
on  this  subject: * 


TABLE  OF  FRENCH  ROADS. 


Approximate  cost  of  construction. 

Annual  cost  of  maintenance. 

Length  miles. 

Per  mile. 

Total. 

Per  mile. 

Total. 

National  roads  
Departmental  roads. 

Neighborhood  roads. 

23,600 
30,500 
i     83,900 
\     47,200 
(  157,800 

$12,880 
8,050 
6,440 
3,860 
2,580 

$303,968,000 
245,525,000 
540,316,000 
182,192,000 
407,124,000 

$258.00 
193.00 
129.00 
97.00 
64.00 

$6,088,800 
5,886,500 
10,823,100 
4,578,400 
10,099,200 

343,000 

$1,679,125,000 

$37,476,000 

It  is  estimated  that  on  the  national  and  departmental  roads  there 
pass  each  point  at  least  200  harnessed  horses  a  day.  Their  average 
load,  not  counting  the  weight  of  the  travelers,  is  about  half  a  ton  to 
a  horse.  Therefore,  about  one  hundred  tons  are  carried  the  whole 
length  of  this  road  daily,  or  seven  and  a  half  million  tons  are  daily 

1  The  table  and  much  of  this  account  of  French  roads  are  taken  from 
Prof.  Durand-Claye's  treatise  "  Cours  de  Routes,"  Paris,  1895.  Acknowledg- 
ment must  also  be  made  to  an  article  by  Prof.  F.  H.  Neff  entitled  "  French 
Roads,  their  Administration,  Construction  and  Maintenance,"  Jour,  of  the 
Assoc.  of  Engin.  Soc.,  Dec.,  1892.  The  table  does  not  include  rural  roads. 


386  THE    ADMINISTRATION    OF    ROADS 

carried  one  kilometer.  There  are  no  estimates  of  the  amount  carried 
on  the  less  important  roads,  but  they  doubtless  amount  to  much  more. 
The  great  importance  of  having  extremely  smooth  and  well-made 
highways,  which  offer  the  least  possible  resistance,  is  shown  by  the 
following  calculation.  On  the  national  roads,  the  only  ones  for  which 
there  are  complete  statistics,  about  seventeen  hundred  million  tons  are 
annually  carried  one  kilometer;  a  saving  of  one  centime,  one-fifth  of 
a  cent  per  kilometer,  would  mean  an  annual  saving  of  seventeen  mil- 
lion francs  ($3,200,000).  If,  in  addition  to  this,  we  consider  that 
the  tonnage  carried  over  the  departmental  and  neighborhood  roads  is 
undoubtedly  much  more  than  double  that  on  the  national  roads,  we 
are  perfectly  safe  in  estimating  a  saving  of  fifty  million  francs,  nearly 
$10,000,000,  by  the  small  reduction  in  cost  just  mentioned.  If,  in 
addition  to  this,  we  take  into  consideration  other  advantages  gained 
from  roads  maintained  in  fine  condition,  we  see  the  great  importance 
of  keeping  the  roads  in  the  best  possible  order  for  travel. 

The  system  of  inspection  and  maintenance  is  very  elaborate.  In 
each  department  the  national  roads  are  in  the  charge  of  an  engineer- 
in-chief,  appointed  by  the  Minister  of  Public  Works.  Under  him  are 
several  engineers-in-ordinary,  who  each  have  charge  of  the  roads  of 
one  arondissement.  They  are  supposed  to  visit  every  road  of  this 
district  at  least  four  times  a  year.  Under  them,  again,  come  the 
conductors,  who  have  charge  of  from  forty  to  eighty  kilometers  (50 
miles)  of  road.  Each  is  supposed  to  visit  all  his  roads  at  least  twice 
a  month  and  to  make  his  inspections  on  foot.  He  makes  a  written 
report,  after  each  inspection,  to  the  engineer-in-ordinary.  All  orders 
to  the  workmen  for  the  improvement  of  roads  are  given  through  the 
conductor  and  he  is  responsible  for  the  nature  of  the  work.  The 
workmen  are  divided  into  groups  of  from  five  to  six,  and  each  takes 
charge  of  from  three  to  four  kilometers  (2  to  3  miles)  of  the  roads, 
and  keeps  them  in  perfect  order.  His  whole  time  is  given  up  to  this 
work ;  he  is  always  on  the  lookout  for  any  little  damage  to  the  road,  and 
keeps  it  clear  of  dust  and  mud.  Over  each  group  is  a  foreman,  who  has 
charge  of  a  rather  smaller  length  of  roadway  than  the  others,  and  is 
expected  to  visit  each  of  his  men  at  least  once  a  week  and  to  see  that 


MARYLAND    GEOLOGICAL    SURVEY  387 

the  work  is  properly  done.  The  foreman  is  expected  to  be  the  best 
workman  of  his  gang,  and  his  part  of  the  road  is  supposed  to  be  a 
model  for  all  the  others.  The  pay  for  this  work  is  small,  but  the  posi- 
tion is  looked  upon  as  one  of  honor  and  is  eagerly  sought. 

Each  workman  has  a  small  book  in  which  the  conductor  enters  his 
instructions  and  makes  any  notes  he  desires.  The  engineer-in- 
ordinary  can  tell  by  these  directions  and  the  observations  that  he 
makes  in  his  tour  how  the  workmen  have  done  their  work,  and  how 
well  the  conductor  understands  and  does  his. 

The  workmen  also  keep  a  record  of  how  they  have  employed  their 
time,  and  this  furnishes  a  valuable  means  of  determining  the  cost  of 
the  different  elements  of  maintenance.  Workmen  are  divided  into 
three  classes  and  foremen  into  two,  the  pay  being  graded  according 
to  class.  A  man  is  classed  according  to  his  work;  he  may  be  ad- 
vanced for  good  work,  or  degraded  if  his  work  is  bad.  There  is  also 
a  series  of  prizes  and  fines  for  assiduity  or  negligence. 

The  departmental  roads  are  maintained  under  very  much  the  same 
system,  except  that  the  engineer-in-charge  is  usually  appointed  by  the 
prefect  of  the  department. 

The  work  on  the  neighborhood  roads  is  done  under  the  direction 
of  the  engineer-in-chief  of  the  national  roads  of  that  department,  or 
of  commissioners  appointed  by  the  prefect. 

Every  laborer  is  required  to  work  three  days  yearly  on  the  roads, 
but  this  labor  may  be  commuted  by  a  small  payment.  It  is  usual  to 
give  to  each  man  who  prefers  to  perform  the  labor,  and  this  is  the 
common  choice,  a  certain  amount  of  work  to  do  and  to  allow  him  to 
take  as  long  over  it  as  he  chooses.  The  example  of  the  excellent  roads 
made  by  the  government  and  by  the  departments,  and  the  general 
standard  of  the  community,  is  a  sufficient  incentive  to  make  each  man 
do  his  work  well. 

The  large  force  of  skilled  engineers  necessary  for  the  direction  of 
this  work  is  supplied  by  the  School  of  Bridges  and  Roads,  which  is 
part  of  the  Department  of  Public  Works.  Certain  students  who  do 
especially  well  in  the  Polytechnic  School  are  sent  to  the  School  of 
Bridges  and  Roads  for  a  course  in  engineering,  and  while  there  receive 


388  THE    ADMINISTRATION    OF    ROADS 

a  small  stipend.  The  winter  months  are  spent  in  class  exercises  and 
studies  under  the  direction  of  former  graduates  of  the  School  who 
have  attained  the  rank  of  Inspector-General,  which  is  superior  to  that 
of  engineer-in-chief.  These  instructors  are  at  the  same  time  actively 
engaged  in  government  work.  During  the  summer  the  students 
have  practical  instruction  in  the  field  in  the  maintenance  of  the  roads 
and  in  other  public  engineering  works. 

The  general  system  in  use  for  the  construction  of  roads  is  that  of 
macadam;  broken  stone  is  put  on  the  roads  in  layers  and  each  layer  is 
thoroughly  rolled  smooth ;  on  top  of  this  is  placed  a  little  dirt  or  sand, 
which  fills  the  still  remaining  spaces  between  the  stones  and  which 
makes  the  road  perfectly  smooth  from  the  beginning.  The  usual 
thickness  of  broken  stone  is  about  six  inches,  but  this  of  course  wears 
down  under  travel,  and  in  1891  11  per  cent  of  the  national  roads 
were  not  more  than  two  inches  thick,  and  31  per  cent  were  between 
two  and  four  inches.  These  roads  still  gave  good  service. 

The  material  used  for  making  the  roads  is  usually  local  material, 
though  the  French  have  devised  a  method  of  determining  the  relative 
value  of  rocks  by  rolling  specimens  in  a  machine  known  as  the  "  Ma- 
chine Deval,"  of  which  a  description  is  given  in  another  part  of  this 
volume.1 

The  road-beds  are  from  fifteen  to  twenty-one  feet  in  width,  are 
flanked  by  a  pathway  from  five  and  a  half  to  seven  and  a  half  feet 
wide,  and  have  ditches  to  carry  off  the  water.  The  road-metal  is 
furnished  by  contract  and  furnished  in  comparatively  small  quanti- 
ties, so  that  the  contracts  may  be  taken  by  men  of  small  means.  The 
roads  are  well  graded  and  rarely  have  a  slope  of  more  than  three  in  a 
hundred,  except  in  mountainous  districts. 

When  new  roads  are  to  be  opened  an  estimate,  with  designs,  is 
forwarded  to  the  prefect,  and  then  civil  engineers  go  over  the  region 
and  decide  upon  the  details.  The  report  of  the  engineers  is  sent  to 
the  authorities,  and  if  they  decide  to  open  the  roa.d,  they  arrange  to 
acquire  the  rights-of-way,  which  can  be  obtained  by  a  process  of  con- 
demnation if  not  by  agreement.  The  work  is  then  let  to  contractors, 

1  See  p.  320. 


MARYLAND    GEOLOGICAL    SURVEY  389 

who  must  carry  it  out  under  the  supervision  of  the  engineers,  and  all 
disagreements  are  brought  before  the  Conseil  de  Preffcture,  from 
which,  however,  an  appeal  may  be  taken  to  the  State  Council. 

All  French  roads,  except  the  rural  ones,  have  ditches  for  proper 
drainage,  and  the  more  important  ones  have  rows  of  trees  planted 
along  their  sides  and  sidewalks. 

Every  six  or  seven  years  a  careful  estimate  is  made  of  the  amount 
of  travel  on  the  national  roads;  this  is  done  by  counting  at  many 
points  the  number  of  wagons,  etc.,  traveling  on  the  roads.  The  ob- 
servations are  continued  for  twenty-eight  days  distributed  throughout 
the  year.  The  results  give  a  close  approximation  to  the  amount  of 
travel,  and  therefore,  to  the  relative  importance  of  the  different  roads 
and  they  serve  to  determine  the  relative  amounts  of  money  to  be 
expended  on  these  roads. 

GERMANY. 

PRUSSIA. 

The  roads  are  divided  into  three  classes: 

(1)  State  Roads.     These  are  the  military  roads  and  the  most  im- 
portant roads  of  the  state  connecting  the  larger  market-towns.     They 
are  entirely  supported  and  managed  by  the  state. 

(2)  Provincial  Roads.     These  comprise  the  roads  which  connect  the 
main  roads  and  roads  of  importance  principally  for  the  use  of  the 
province  itself.     They  are  supported  by  the  province  with  aid  from 
the  state. 

(3)  Local  Eoads.     These,  as  their  name  implies,  are  of  local  import- 
ance, and  are  supported  entirely  by  the  district  in  which  they  lie.1 

SAXONY. 

At  the  organization  of  the  German  Empire  in  1870,  the  public 
roads  were  not  taken  in  charge  by  the  general  government,  but  were 
left  in  charge  of  the  various  states,  which  have  their  separate  sys- 
tems of  control.  That  of  Saxony  is  taken  as  an  example  of  the  sys- 

1  This  account  is  taken  from  "  Eoad  Legislation  for  the  American  State," 
by  Professor  J.  W.  Jenks,  American  Economic  Association,  1889. 
25 


390  THE   ADMINISTRATION    OF    ROADS 

tern  in  vogue  in  the  German  States.  The  roads  are  classified  into 
(1)  State  Roads,  (2)  County  Roads,  (3)  Private  Ways. 

Many  important  roads,  especially  former  toll-roads,  have  long  been 
in  charge  of  the  state,  and  they  remain  state  roads,  although  the  toll 
has  been  abolished  since  1804.  To  this  group  belong  less  important 
roads  built  by  the  state  on  petition  in  districts  too  poor  to  build  them 
themselves.  The  practice  of  building  state  roads  has  fallen  into  dis- 
use, but  the  state  appropriates  annually  300,000  marks  ($75,000)  to 
aid  in  building  and  maintaining  certain  roads  which  are  unusually 
expensive. 

The  state  roads  are  in  charge  of  the  State  Road  Commissioner,  who 
is  assisted  in  the  technical  part  of  the  work  by  the  Road  Director. 
The  Amtshauptmann,  or  the  chief  executive  and  ministerial  officer  of 
the  district,  has  supervision  of  the  roads  of  his  district  (there  are 
twenty-seven  such  districts  in  Saxony) ;  whereas  the  engineering  is  in 
the  hands  of  the  "  Inspectors  of  Roads  and  Navigable  Ways,"  who 
are  trained  engineers  and  have  direct  management  of  the  roads.  They 
may  order  repairs  made  to  the  amount  of  $150,  but  beyond  that 
must  have  the  approval  of  the  Amtshauptmann. 

The  inspectors  have  under  them  assistant-inspectors  and  road- 
masters;  the  latter  are  somewhat  above  the  grade  of  our  overseers. 
They  direct  the  work  of  the  road-guards  and  care  for  both  state  and 
country  roads. 

All  public  roads  not  state  roads  are  called  "  Communicationswege," 
which  we  may  call  country  roads.  They  are  built  and  kept  up  by 
the  parishes  through  which  they  pass,  or  by  the  district,  which  con- 
sists of  several  parishes,  under  the  direction  of  the  District  Board. 
Every  parish  raises  its  road-fund  in  its  own  way,  and  in  some  cases  is 
authorized  by  the  state  to  charge  toll  on  certain  roads,  principally  on 
those  used  for  through  traffic. 

The  general  construction  is  telford,  with  the  upper  layer  of  broken 
stone  thoroughly  rolled,  a  little  gravel  being  added  on  top  and  also 
rolled  in.  Some  unimportant  roads  are  made  entirely  of  gravel. 
Trees  must  be  planted  along  all  state  roads,  and,  when  practical,  along 
country  roads. 


MARYLAND    OKOLOGIOAL    SURVEY  391 

All  important  roads  have  mile-posts  with  sign-boards  at  the  road 
crossings. 

Wide  tires  with  smooth  surfaces  are  required,  and  wagons  with 
nails  projecting  from  the  tires  are  not  allowed  to  use  the  roads. 

Great  care  is  given  to  secure  good  drainage.  Trees  are  planted 
along  all  important  roads,  and  they  serve  not  only  to  give  shade  and  to 
beautify  the  landscape,  but  in  winter,  when  everything  is  covered 
with  snow,  they  locate  the  roads,  as  there  are  no  fences  on  the  road- 
sides. 

In  order  to  prevent  ruts  being  formed,  it  is  important  that  travel 
should  go  over  all  parts  of  the  road-bed  and  not  follow  in  the  same 
tracks.  The  guards  are  instructed  to  place  long,  narrow  stones, 
whitened  to  be  more  conspicuous,  on  one  side  of  the  road  to  force  the 
travel  to  the  opposite  side  (these  stones  must  be  removed  at  night), 
and  they  may  also  direct  drivers  to  avoid  certain  parts  of  the  roadway. 

SWITZERLAND/ 

Switzerland  is  noted  for  its  excellent  roads  and  for  the  great  mile- 
age in  proportion  to  its  area  and  population.  The  country  derives 
very  great  benefit  from  these  roads  on  account  of  the  immense  travel 
which  they  encourage,  and  this  has  been  a  great  stimulus  to  their 
construction. 

The  very  complete  system  of  home  rule  which  characterizes  the 
Swiss  cantons  results  in  differences  in  details  as  to  classification  and 
methods  of  administration  of  roads  in  every  canton,  but  the  systems 
are,  in  a  general  way,  alike  and  may  be  described  with  sufficient  accu- 
racy as  follows: *  The  roads  are  divided  into  three  classes.  The 
first  class  comprises  the  most  important  roads  connecting  important 
districts  in  the  same  canton  or  in  different  cantons;  they  are  built  and 
maintained  by  the  canton  itself,  though  in  some  cases  the  communes 
through  which  they  pass  meet  part  of  the  expense.  To  this  class 

1 "  Die  Strassen  der  Schweiz,"  S.  Bavier,  Zurich,  1878,  contains  an  excel- 
lent account  of  the  Swiss  roads. 

2  The  system  followed  by  the  canton  of  Tessin  is  quite  different;  the  im- 
portant roads  are  kept  in  order  by  contract,  but  are  subject  to  inspection  by 
the  engineers  of  the  canton. 


392  THE    ADMINISTRATION    OF    KOADS 

belong  the  post-roads  and  the  international  Alpine  passes.  The 
national  government  exercises  some  supervision  over  these  two  groups 
of  roads.  The  passes  across  the  chain  of  the  Alps  are  of  benefit  to 
the  whole  country  and  not  simply  to  the  cantons  in  which  they  lie; 
and,  therefore,  a  contribution  towards  their  maintenance  is  made  by 
the  national  government. 

Roads  of  the  second  class,  which  connect  less  important  districts  or 
lead  to  railway  or  steamboat  stations,  are  built  generally  by  the  com- 
munes under  the  direction  of  the  canton.  Some  cantons  contribute 
to  their  construction  and  maintenance,  and  usually  the  canton  con- 
structs the  bridges. 

Roads  of  the  third  class  are  entirely  under  the  charge  of  the  com- 
munes. 

Each  canton  has  a  department  of  public  works  which  has  general 
supervision  over  all  the  roads  of  the  canton.  The  roads  themselves 
are  more  immediately  under  the  charge  of  the  cantonal  engineer  and 
his  subordinate  officers.  The  arrangements  for  inspection  and  labor 
are  practically  the  same  as  those  in  France. 

As  a  class  the  Swiss  roads  are  narrow.  With  the  exception  of  the 
canton  of  Geneva,  few  roads  exceed  8  meters  (26  feet)  in  width  and 
some  are  as  narrow  as  3  meters  (10  feet).  The  majority  of  the  first 
class  roads  are  about  20  feet  wide,  the  stoned  part  being  somewhat 
narrower.  The  important  post-road  in  the  upper  part  of  the  Rhone 
Valley  varies  in  width  from  14  to  20  feet,  the  stoned  part  being  from 
10  to  16  feet.  These  narrow  roads  have,  of  course,  been  adopted  on 
account  of  the  great  expense  of  road-building  in  Switzerland,  but 
they  have  proved  perfectly  satisfactory  and  make  clear  the  advantage 
in  economy,  without  a  corresponding  disadvantage  in  inconvenience,  to 
be  gained  by  the  narrow  roads. 

Perhaps  the  characteristic  of  the  Swiss  roads  which  most  impresses 
the  traveler  is  the  remarkable  adaptation  of  the  location  to  the  topog- 
raphy. This  is  not  a  new  development,  but  has  been  the  practice  since 
the  time  of  the  Romans.  It  must  have  been  developed  by  the  extra- 
ordinary difficulties  necessary  to  build  roads  across  the  great  Alpine 
chain ;  and  the  advantage  of  good  location  is  now  generally  recognized 
even  in  the  less  mountainous  parts  of  the  country. 


MARYLAND    GEOLOGICAL    SURVEY  393 

The  construction,  of  the  Swiss  roads  is  very  solid,  probably  on 
account  of  the  severe  climate  that  must  be  withstood.  The  general 
plan  is  practically  that  of  telford,  with  a  laid  undercourse  of  larger 
stones  covered  by  smaller  ones;  and  generally  some  gravel  is  spread 
on  top.  Consolidation  is  left  to  the  travel  and  is  not  generally  effected 
by  rollers.  The  thickness  of  the  road  varies  from  six  inches  to  a  foot 
or  more. 

The  position  of  the  Swiss  roads,  many  of  them  far  from  railways, 
making  it  extremely  expensive  to  bring  rock  from  any  distance;  and 
the  ease  with  which  local  stone  is  obtained,  results  in  the  general  use 
of  the  nearest  available  stone  for  the  road-surface.  Much  of  this  is 
poor  material,  but  it  is  cheaper  to  use  it,  notwithstanding  the  higher 
cost  of  maintenance  and  repairs,  than  it  would  be  to  use  better  stone 
transported  from  a  distance,  with  a  considerable  increased  cost  of 
construction. 

In  1877  there  were  in  Switzerland,  outside  of  the  cities,  about 
8,300  miles  of  principal  roads  which  had  been  built  at  a  cost  of  about 
fifty  million  dollars.  Some  of  these  roads  were  built  in  the  last  cen- 
tury and  it  is  impossible  to  discover  what  was  their  actual  cost;  some 
were  built  by  the  communes,  the  labor  being  supplied  by  the  inhab- 
itants, no  record  of  the  money  value  of  which  was  kept.  In  these 
cases  the  estimates  are  based  on  what  it  would  cost  to  build  the  roads 
at  the  present  time  with  paid  labor.  In  some  cantons  no  information 
is  available  as  to  the  cost  of  the  second  and  third-class  roads,  but  it  is 
estimated  that  their  cost  relatively  to  the  first-class  roads  in  the  same 
cantons  are  practically  the  same  as  in  the  cantons  for  which  data  are 
available. 

The  actual  cost  of  maintenance  of  about  6,000  miles  of  road  for 
which  information  can  be  obtained,  is  over  six  hundred  and  fifty 
thousand  dollars  a  year,  so  we  may  estimate  for  the  total  mileage  of 
principal  roads  an  expense  of  about  nine  hundred  thousand  dollars 
annually. 

UNITED  KINGDOM. 

ENGLAND. 

The  highways  of  England  are  in  charge  of  the  parishes  and  are 
managed  by  an  engineer,  the  parish  Highway  Surveyor,  the  money 


394:  THE    ADMINISTRATION    OF    ROADS 

necessary  for  their  repairs  coining  out  of  the  parish  tax-list.  The 
road-rate  is  fixed  by  the  Surveyor.  Parishes  are  frequently  united 
into  districts  under  the  supervision  of  the  Highway  District  Boards, 
and  the  County  Council  has  authority  to  require  the  District  Boards 
or  parish  authorities  to  keep  their  highways  in  proper  repair.  In 
1888  the  maintenance  of  the  main  roads  of  the  county  was  put  under 
the  direction  of  the  County  Council,  thus  enlarging  the  area  under 
a  central  control.  The  actual  work  on  the  roads  is  done  by  laborers 
hired  by  the  Surveyor,  who,  with  or  without  the  help  of  foremen, 
directs  their  work.  It  is  becoming  more  and  more  customary  to  keep 
the  same  men  continually  in  charge  of  the  same  piece  of  work. 

The  cost  of  maintenance  of  all  the  roads  in  England  and  Wales, 
exclusive  of  the  London  district,  amounts  to  nearly  twenty  million 
dollars  annually.  These  very  large  amounts  show  the  importance 
which  is  put  upon  the  maintenance  of  good  roads. 

IRELAND. 

The  counties  are  divided  into  baronies,  and  all  the  expenses  relating 
to  roads  and  bridges  are  met  by  the  taxes  of  each  barony.  The 
County  Surveyor,  who  is  an  engineer,  has  charge  of  all  the  roads  and 
bridges  and  other  public  works  in  the  county.  He  may  make  repairs 
to  the  roads  within  certain  limits  of  cost  on  his  own  judgment. 

The  general  financial  transactions  connected  with  the  roads,  together 
with  the  decision  as  to  relocation  or  the  building  of  new  roads,  lie 
with  the  Grand  Jury,  which  also  fixes  the  amount  of  the  road-tax. 

The  maintenance,  as  well  as  the  construction  of  roads,  is  usually 
done  by  contract,  the  expense,  as  already  stated,  being  paid  by  the 
baronies  through  which  the  road  runs;  but  important  bridges  are  paid 
for  by  the  county  at  large. 

The  County  Surveyor  is  assisted  by  six  or  more  deputy  surveyors, 
according  to  the  size  of  the  county.  The  annual  cost  of  maintenance 
of  the  roads  in  Ireland  is  about  four  million  dollars. 


PART  VIII 


THE  ADVANTAGES  OF  GOOD  ROADS 


THE  ADVANTAGES  OF  GOOD  ROADS 

BY 

HARRY  FIELDING  REID 


INTKODUCTIOK 

That  good  roads  have  many  advantages  is  a  statement  that  will 
provoke  no  contradiction,  but  that  these  advantages  are  commen- 
surate with  the  cost  of  construction  and  maintenance  will  not  be  so 
generally  conceded.  Indeed,  many  people  look  upon  good  roads  as 
a  luxury  far  beyond  their  means.  Much  has  been  written  and  spoken 
on  this  subject  in  the  last  few  years  and  although  it  is  not  possible 
to  add  much  that  is  new  it  is  worth  while  to  bring  together  some  of 
the  available  information  in  order  to  show  that  the  luxury  of  good 
roads  is  but  one,  and  perhaps  the  least  important,  of  their  advantages; 
and  that  the  most  valuable  benefit  is  an  economical  one,  resulting 
from  pecuniary  gains  and  savings  which  they  cause.  There  are  also 
benefits  of  an  indirect  kind  which  are  of  great  value  and  must  not  be 
overlooked. 

"  Good  roads,  canals,  and  navigable  rivers,  by  diminishing  the  ex- 
pense of  carriage,  put  the  remote  parts  of  the  country  more  nearly 
upon  a  level  with  those  in  the  neighborhood  of  the  town.  They  are 
upon  that  account  the  greatest  of  all  improvements.  They  encourage 
the  cultivation  of  the  remote,  which  must  always  be  the  most  expen- 
sive circle  of  the  country.  They  are  advantageous  to  the  town  by 
breaking  down  the  monopoly  of  the  country  in  its  neighborhood. 
They  are  advantageous  even  to  that  part  of  the  country.  Though 
they  introduce  some  rival  commodities  into  the  old  market,  they  open 
many  new  markets  to  its  produce." 

1  "  Wealth  of  Nations." 


•  398  THE  ADVANTAGES  OF  GOOD  ROADS 

So  wrote  Adam  Smith  in  1776  and  with  small  changes  the  ideas 
are  applicable  to  the  present  time. 

As  civilization  is  dependent  on  intercourse  it  has  been  argued  that 
the  civilization  of  a  country  may  be  measured  by  the  condition  of  its 
roads  and  at  the  time  that  the  statement  was  first  made,  that  is, 
before  the  advent  of  railways,  it  was  true  enough;  but  the  real  argu- 
ment applies  not  to  roads,  as  such,  but  to  means  of  communication. 

Civilization  advances  by  the  development  of  industries,  the  raising 
of  the  standard  of  living,  the  increase  of  the  comforts  and  conven- 
iences of  life  and  the  elevation  of  morals.  A  nation  sufficiently  recep- 
tive to  adopt  improvements  in  these  various  directions  wherever  they 
may  be  found,  and  in  such  continual  communication  with  other 
nations  to  find  them  if  they  exist,  will  advance  rapidly  in  civilization ; 
whereas  nations  like  those  in  the  far  East,  which  for  so  long  shut 

•  out  all  foreign  intercourse,  remain  in  a  stationary  state.    And  even  the 
different  parts  of  the  same  nation  may  be  so  isolated  from  each  other 
as  to  be  in  very  different  degrees  of  civilization ;  but  this  could  not 
be  the  case  if  easy  and  frequent  intercourse  existed.     It  is  not  impor- 
tant what  the  means  of  communication  is.     It  is  quite  conceivable  that 
a  community  entirely  without  roads  but  having  a  system  of  travel 
through  the  air  might  be  in  a  much  more  advanced  state  of  civilization 
than  one  with  the  finest  road-system  possible. 

In  this  country  there  is  such  an  excellent  network  of  railways  that 
it  might  be  supposed  that  they  have  largely  supplanted  the  roads;  but 
this  is  not  found  to  be  the  case.  In  Connecticut  the  railways  have 
stimulated  the  improvement  of  the  roads  near  them,  and  in  Austria 
the  traffic  over  the  country  roads  has  increased  since  the  building  of 
the  railways.  Indeed,  the  roads  must  be  used  to  reach  the  railways, 
and  whatever  development  the  latter  make  in  a  region  immediately 
increases  the  travel  over  the  roads.  And  the  ordinary  intercourse 
-within  the  limits  of  a  neighborhood  depends  upon  the  roads.  Although 
the  argument  really  refers  to  means  of  communication,  the  ease  of 
intercourse  still  depends  largely  on  the  condition  of  the  roads,  and  to 
.that  extent  the  argument  practically  holds  with  regard  to  them. 


MARYLAND  GEOLOGICAL  SURVEY  399 

VALUE  OF  GOOD  EOADS  IN  FOREIGN  COUNTRIES. 

In  1891  the  U.  S.  Department  of  State  published  reports  of  Amer- 
ican consuls  regarding  the  streets  and  highways  of  many  foreign  coun- 
tries, both  with  regard  to  the  methods  of  construction  and  of  admin- 
istration. The  consuls  were  also  asked  what  benefit  was  derived  from 
the  excellent  highways  in  Europe,  and  what  effect  they  had  on  land 
values.  They  were  unanimous  in  their  high  praise  of  the  roads  and 
in  agreeing  that  they  greatly  enhanced  the  value  of  the  land,  although 
from  the  fact  that  many  of  these  roads  have  been  built  for  centuries, 
and  most  of  them  for  fifty  or  one  hundred  years  it  was  impossible  to 
get  any  exact  data. 

From  England  the  statement  conies  that  it  is  "  safe  to  say  that  land- 
values  are  improved,  and  that  agricultural,  commercial,  and  manufac- 
turing industries  are  materially  benefited  through  the  operation  of 
good  public  roads  in  the  country.  There  can  be  no  question  but 
that  the  great  industries  owe  much  of  their  development  and  pros- 
perity to  the  excellent  roads,"  etc.  From  Scotland:  "  Roads  are  the 
life  and  necessity  and  hope  of  all  Scottish  industries,  and  their  value 
increases  rather  than  diminishes  with  railroad  extension.  Property 
would,  without  them,  be  comparatively  valueless."  From  Belgium: 
"  Roads  compete  with  railroads.  Wagons  bring  merchandise  from 
Brussels  (60  miles)  or  Antwerp  (72  miles)  to  Liege,  and  one  horse 
pulls  an  enormous  load.  Dog-carts  come  to  Liege,  12  or  15  miles, 
laden  with  farm  products,  and  two  grown  people  ride  back."  In 
France  the  material  development  of  the  country  has  been  attributed 
to  its  splendid  roads. 

Professor  Richard  T.  Ely  writes:  "  The  great  French  reformer, 
Turgot,  who  did  so  much  for  the  province  of  which  he  was  governor, 
elevating  it  from  the  condition  of  one  of  the  poorest  to  one  of  the 
wealthiest  provinces  in  France,  turned  his  attention  first  of  all  to 
the  ordinary  public  roads  and  demonstrated  ....  the  advantage  of 
first-class  highways.  There  can  be  no  doubt  that  the  excellent  roads 
he  constructed  were  one  important  cause  of  the  prosperity  of 
Limoges." 

1  "  Problems  of  To-day,"  p.  149. 


400  THE  ADVANTAGES  OF  GOOD  ROADS 

The  large  sums  of  money  spent  annually  in  foreign  countries  for 
the  maintenance  of  the  roads  (England  and  Wales,  $20,000,000; 
Ireland,  $3,000,000;  France,  $37,500,000)  show  the  immense  im- 
portance which  is  there  attached  to  this  subject  and  there  is  no  indi- 
cation of  any  retrenchment. 

INCREASE  IN  LAND- VALUES. 

Much  has  been  said  of  the  increase  in  the  value  of  farm-lands  due 
to  the  introduction  of  good  roads.  We  must  look  for  examples  of 
this  in  our  own  country  in  places  where  the  roads  have  recently  been 
improved  in  order  that  we  may  separate  the  improvement  due  to  the 
roads  themselves  from  that  due  to  other  causes.  Mr.  Edward  Bur- 
roughs, formerly  Road  Commissioner  of  New  Jersey,  has  collected  the 
opinions  of  a  number  of  farmers  in  his  state,  who  have  lived  in  the 
neighborhood  of  the  roads  lately  improved.  These  are  too  numerous 
to  reproduce  in  full,  but  there  is  only  one  voice  on  the  subject  and 
that  is  that  they  would  not  go  back  to  the  old  roads  under  any  con- 
ditions.1 One  farmer  writes:  "  I  would  not  sell  my  house  and  accept 
another  worth  $7,000  as  a  gift  and  be  obliged  to  live  in  it  two  miles 
from  a  macadam  road.  No  farmer  in  the  neighborhood  would  buy  a 
farm  not  located  on  the  macadam  road.  Now  that  they  have  a 
sample  of  the  road  they  all  want  it."  Similar  statements  come  from 
Maryland. 

Mr.  Charles  C.  McBride,  a  resident  of  Elizabeth,  writes  of  the 
improved  roads  in  Union  county,  New  Jersey,  as  follows:  "  The  costs 
and  expenses  of  these  magnificent  roads  are  easily  computed.  The 
total  outlay  of  the  Board  of  Freeholders  has  been  nearly  three  hun- 
dred and  fifty  thousand  dollars,  and  there  are  now  nearly  forty  miles 
of  telford  and  macadam  road  in  the  county.  The  figures  are  not  in 
excess  of  what  was  expected  by  those  who  have  given  the  matter 
careful  study,  thus  showing  that  the  management  of  the  financial  part 
had  been  as  discreet  as  the  preparatory  work. 

"  But  the  question  will  arise  at  once,  has  this  expense  of  nearly  ten 
thousand  dollars  a  mile  proved  wise,  as  well  as  beneficial  ?  Good  roads 

1  Bull.  9.     Office  of  Road  Inquiry,  U.  S.  Dept.  of  Agric. 


MARYLAND  GEOLOGICAL  SURVEY. 


VOLUME  III,   PLATE  XXXIII. 


FlG.  1.— CLAY  ROAD   IN  WET  WEATHER,   HOWARD  COUNTY. 


The  Frledenwald  Co. 

FlG.  2.— HILLSIDE  ROAD  WITH   "BREAKERS,"   HARFORD  COUNTY. 

TYPES  OF  BAD  ROADS  IN  MARYLAND. 


MARYLAND    GEOLOGICAL    SURVEY  401 

are,  of  course  good  things;  but  do  they  pay?  The  answer  may  in  part 
be  found  in  the  fact  that  the  property  in  Union  county  has  actually 
appreciated  in  value  far  more  than  the  cost  of  the  roads;  and  this 
not  only  in  cases  of  sale  or  exchange,  but  upon  the  tax-levy. 

"  Notwithstanding  the  fact  that  three  hundred  thousand  dollars' 
worth  of  county  bonds  have  been  issued  to  build  these  roads,  and  the 
interest  must  be  met  annually,  the  tax-rate  has  not  been  increased  in 
the  county,  or  in  any  city  in  the  county,  in  consequence  of  the  extra 
interest  expense;  and  it  is  but  fair  to  say  that  the  actual  appreciation 
of  property  due  to  the  increased  values  of  lands  benefited  by  the 
improved  roads  meets  the  increased  taxes  already.  And  none  of  our 
roads  have  been  completed  for  more  than  a  year,  while  some  parts 
of  them  only  within  the  present  month.  As  an  advertising  medium 
alone,  they  have  been  worth  what  they  cost;  for  they  have  brought 
county  property  into  enviable  prominence,  have  already  caused  the 
sale  of  many  residential  sites,  have  brought  new  wealth  and  new 
enterprise  in  the  midst  of  us,  have  given  direct  impetus  to  building 
and  improvements  in  every  city  and  town  touched  by  them,  and  as 
yet  the  benefits  are  only  beginning  to  be  realized.  It  is  safe  to  say 
that  the  citizens  and  tax-payers  of  Union  county  would  not  go  per- 
manently back  to  the  old  system  with  its  old  roads,  if  they  were  paid 
many  times  the  cost  of  the  new  roads."1 

In  1896,  Professor  W.  C.  Latta  of  Purdue  University,  Indiana, 
collected  some  important  information  on  the  subject  of  the  increased 
value  of  land  in  Indiana  due  to  good  roads,  by  sending  a  number  of 
questions  to  about  60  farmers  living  in  forty  counties  in  the  central 
parts  of  the  state.2  Over  forty  answers  were  received  and  from  these 
Professor  Latta  draws  the  following  conclusions: 

"  (1)  The  average  estimated  increase  in  the  selling  price  of  land 
due  to  existing  improved  highways  is  $6.48  per  acre.  The  estimates 
from  which  this  average  is  made  refer  in  most  cases  to  lands  near  the 
improved  roads;  but  in  a  few  instances  they  apply  to  all  the  lands  of 

1  Isaac  B.  Potter,  "  The  Profit  of  Good  Country  Roads,"  The  Forum,  Nov., 
1891. 

2  Circ.  23.     Office  of  Road  Inquiry,  U.  S.  Dept.  of  Agric. 


402  THE  ADVANTAGES  OF  GOOD  ROADS 

the  county.  The  average  increase,  therefore,  of  $6.48  per  acre  is 
lower  than  was  intended  for  the  lands  near  the  improved  roads. 

"  (2)  The  estimated  average  increase  per  acre  that  would  result 
from  improving  all  the  public  roads  is  $9. 

"  (3)  The  estimated  average  cost  of  converting  the  common  public 
roads  into  improved  highways  is  $1,146  per  mile. 

"  (4)  The  estimated  average  annual  loss,  per  100  acres,  from  poor 
roads  is  $76.28." 

But,  as  Professor  Latta  remarks,  the  farmer  may  object  that  the 
increased  value  of  the  land  will  only  affect  him,  not  by  increasing  its 
productiveness,  but  by  increasing  the  taxes;  and  he  shows  that  the 
annual  increase  in  the  taxes  would  be  quite  insignificant  on  the  above 
increment  in  value.  It  may  be  added  that  the  increase  in  the  value  of 
the  land  does  not  come  merely  from  the  pleasure  of  having  good  roads, 
but  is  due  to  the  cheapening  of  the  processes  of  raising  or  marketing 
the  product.  In  other  words,  the  increased  taxes  are  more  than  bal- 
anced by  the  saving  in  various  expenses  which  will  be  considered  a 
little  further  on,  and  the  increased  value  of  the  land  may  be  looked 
upon  as  a  bonus  resulting  from  its  greater  earning  capacity. 

That  the  above  estimate  of  Professor  Latta  with  regard  to  the 
increased  value  of  the  land  is  not  excessive  may  be  shown  from  other 
sources.  The  farmers  of  Canandaigua  county,  New  York,  who  have 
built  themselves  a  number  of  miles  of  hard  roads  at  a  cost  of  $1.50  per 
acre  of  the  adjoining  farms,  find  that  their  land  has  increased  in  value 
$20  to  $30  per  acre;  and  in  the  southwestern  part  of  the  state  of  Con- 
necticut there  are  three  towns  in  juxtaposition,  the  outer  two  of 
which  have  improved  their  roads  with  the  result  that  their  land- 
values  are  50  per  cent  higher  than  those  of  the  middle  town. 

In  order,  however,  to  obtain  information  more  directly  applicable  to 
our  own  state,  a  large  number  of  farmers  were  asked  their  opinion  on 
this  subject,  and  the  universal  answer  was  that  the  lands  would 
increase  in  value,  though  the  estimates  varied  greatly.1  Some  good 
roads  have  already  been  built  and  their  effect  on  land-values  is  quite 
definite.  One  of  our  correspondents  who  lives  near  Bradshaw,  Bal- 

1  See  pp.  37-40. 


MARYLAND    GEOLOGICAL    8UKVEY  403 

timore  county,  at  which  place  an  excellent  piece  of  macadam  road  was 
laid  down  a  year  ago  under  the  direction  of  Mr.  Harrison  of  the 
United  States  Office  of  Road  Inquiry,  states  that  he  hauls  twice  as 
much  over  this  road  in  half  the  time  as  he  formerly  did  and  with 
less  wear  and  tear  on  his  team  and  wagon.  He  says  that  land  has 
doubled  in  value.  This  is  the  result  of  a  very  short  piece  of  good 
road.  Another  correspondent  tells  us  that  he  added  $850  to  about 
an  equal  amount  paid  by  the  county  in  improving  a  certain  road.  He 
now  hauls  twice  as  many,  and  heavier,  loads  to  market  daily.  He 
thinks  the  improvement  has  doubled  the  value  of  his  land  and  calls 
it  the  best  investment  he  ever  made.  The  farms  in  Howard  county 
situated  on  the  turnpikes  are  said  to  be  worth  twice  as  much  as  those 
on  the  county  roads;  and  a  Frederick  county  farmer  thinks  his  land 
would  increase  at  least  50  per  cent  if  good  roads  were  made,  basing 
his  opinion  on  the  price  of  land  of  equal  quality  not  five  miles  distant 
situated  on  good  stone  roads,  and  he  adds  that  he  never  saw  a  pros- 
perous section  of  the  country  that  did  not  have  good  roads.  Another 
farmer  in  Prince  George's  county  states  that  land  in  his  neighborhood 
sells  at  from  $12  to  $30  per  acre,  whereas  the  land  near  Forestville  in 
the  same  county,  with  better  roads,  brings  from  $40  to  $100. 

Opinions  of  this  kind  based  on  definite  data  could  be  multiplied, 
but  enough  has  been  given  to  show  conclusively  that  the  building  of" 
good  roads  would  result  in  decided  increases  in  land-values,  which 
would  be  to  the  benefit  not  merely  of  the  state  or  those  desiring  to- 
sell,  but  also  those  holding  and  farming  the  land. 

Good  roads  also  increase  land-values  by  increasing  the  demand  for 
the  land.  For  what  farmer  in  changing  his  home  would  not,  other 
things  being  equal,  move  to  a  region  of  good  roads  rather  than  to  one 
of  bad  roads?  Santa  Clara  county,  California,  has  passed  from  the 
twenty-ninth  to  the  fourth  place  in  a  list  of  counties  arranged  accord- 
ing to  wealth  and  population  out  of  a  total  of  fifty-seven.  This  is 
ascribed  to  its  good  roads. 

The  reverse  is  also  true;  and  bad  roads  tend  not  merely  to  keep 
off  prospective  settlers  but  they  even  drive  away  those  who  have 
already  made  a  home  in  the  neighborhood;  and  thus  depreciate  land- 
values.  One  of  our  consuls  in  Belgium  says  that  emigrants  refuse  to- 


404  THE  ADVANTAGES  OF  GOOD  ROADS 

go  to  a  region  of  bad  roads.  From  our  correspondents  in  Maryland 
come  statements  that  people  would  not  come  to  live  in  certain  neigh- 
borhoods on  account  of  the  roads;  and  one  man  wrote  that  he  was 
thinking  seriously  of  removing  to  some  other  state  on  account  of  the 
roads  in  the  county  where  he  lived. 

ECONOMIES  EFFECTED  BY  GOOD  ROADS. 

In  addition  to  the  advantages  of  increased  valuation  there  is  also 
a  great  gain  due  to  reduction  in  the  cost  of  hauling.  This  occurs  in 
three  ways:  (1)  In  the  reduction  of  the  number  of  animals  which 
have  to  be  kept.  (2)  In  the  reduction  of  wear  and  tear  on  horses. 
(3)  In  the  saving  of  repairs  to  wagons  and  harness. 

(1)  There  were  in  1897  in  the  United  States  about  sixteen  and  a  half 
million  horses  and  mules.  If  by  the  reduction  of  the  number  of 
animals  necessary  to  haul  a  given  load  we  could  reduce  this  number 
by  one-fourth,  which  is  certainly  not  excessive,  we  can  see  what  a  very 
large  saving  would  be  effected.  But  farmers  in  general  need  a  cer- 
tain number  of  horses  for  the  regular  work  on  the  farm,  and  especially 
so  at  times  of  harvesting,  so  that  the  majority  of  our  correspondents 
have  written  that  improved  roads  would  not  lead  them  to  reduce  the 
number  of  their  horses;  others,  however,  wrote  that  they  would  dis- 
pense with  about  one  horse  in  four.  In  addition'  to  the  hauling  done 
directly  by  the  farmers  themselves,  there  is  a  large  amount  done  by 
fruit-growers,  dairymen,  lumbermen  and  others,  who  keep  horses 
solely  or  principally  for  the  purpose  of  hauling  on  the  roads,  and 
they  would  certainly  require  fewer  horses  if  the  roads  were  improved. 

As  a  matter  of  fact,  the  number  of  horses  in  comparison  to  the 
population  is  smaller  in  countries  which  have  good  roads  than  in 
countries  where  the  roads  are  bad,  notwithstanding  the  encourage- 
ment that  good  roads  offer  to  pleasure  driving  and  to  hauling  at  all 
seasons  of  the  year.  In  the  United  States  and  Russia  there  is  1  horse 
to  about  4.5  inhabitants;  in  France  and  Germany,  1  to  about  13;  and 
in  the  United  Kingdom,  1  to  18. 

The  loads  which  can  be  drawn  by  each  horse  depend  upon  the 
grades  and  surface  of  the  roads.  The  following  table1  shows  the 

1  Abbreviated  from  Byrne,  Highway  Construction,  p.  6. 


MARYLAND    GEOLOGICAL    SURVEY  405 

relative  number  of  horses  necessary  to  pull  an  equal  weight  on  various 
surfaces: 

Iron  rails 1 

Macadam    » 5% 

Earth,  dry 20 

Sand    20 

In  foreign  countries  much  larger  loads  per  horse  are  hauled  than  in 
Maryland.  In  England  the  usual  load  is  something  over  a  ton;  in 
Switzerland  one  and  a  half  tons;  in  France,  Italy,  and  Germany  from 
one  and  a  half  to  two  tons.  The  largest  loads  are  hauled  in  the  neigh- 
borhood of  Munich  and  Hannover  where  two  horses  will  pull  from  five 
to  six  tons.1  Compare  these  figures  with  the  results  obtained  in 
Maryland  where  our  investigations  show  that  tjie  average  load  hauled 
per  horse  is  extremely  small  and  varies  according  to  the  season  of  the 
year  from  one-half  ton  in  winter  to  two-thirds  in  summer.2  Some 
roads  are  at  times  in  such  a  condition  that  it  is  absolutely  impossible 
to  haul  over  them  at  all.8  Again,  if  the  roads  were  good  the  relative 
amounts  hauled  in  summer  and  winter  would  be  reversed,  for  the 
bracing  winter  air  would  make  the  horses  capable  of  doing  more  work 
than  they  could  do  during  the  warm  weather  of  summer. 

Another  way  in  which  good  roads  would  increase  the  hauling 
capacity  of  a  horse,  is  in  the  fact  that  much  lighter  wagons  could  be 
used  than  are  now  required  to  stand  the  jarring  and  shocks  of  our 
bad  roads,  and  more  of  the  horses'  work  would  go  directly  into  hauling 
the  load  and  less  into  merely  hauling  the  dead  weight  of  the  wagon. 

(2)  The  wear  and  tear  on  the  horses  is  a  very  serious  item  to  far- 
mers, both  by  reducing  the  life  service  of  the  animal,  and  also  by 
increasing  the  necessary  food.  Stronger  and  more  expensive  horses 
are  required  in  Baltimore  than  in  Washington  for  the  same  class  of 
hauling,  on  account  of  the  difference  in  the  grades,  street  pavements 
and  car-tracks.  It  has  been  estimated  that  improved  pavements  in 
Berlin  would  save  owners  of  horses  there  considerably  over  $25  a  year 

1  Circ.  27.     Office  of  Road  Inquiry,  U.  S.  Dept.  of  Agric. 

1  See  table,  p.  210. 

*A  correspondent  in  Calvert  county  writes:     "The  roads  are  such  that 
hauling  cannot  be  done  by  horses.     In  good  condition  a  yoke  of  oxen  hauls 
about  one  ton,  and  in  bad  condition  about  one  half  ton." 
26 


406 


THE  ADVANTAGES  OF  GOOD  EOAPS 


for  each  horse.1  Estimates  of  this  kind  are  very  difficult  to  make 
accurately,  but  every  one  having  the  care  of  horses  will  recognize 
that  the  saving  would  be  considerable. 

(3)  There  is  a  very  great  saving  in  repairs  to  harness  and  wagons 
effected  by  good  roads.  A  company  doing  a  large  business  in  deliv- 
ering freight  in  Baltimore  and  in  Washington  finds  that  the  annual 
repairs  to  their  wagons  in  the  former  city  are  from  three  to  four  times 
as  much  as  in  the  latter;  and  this  is  all  due  to  differences  in  the 
streets  and  the  car-tracks. 


FIG.  37. — Six-horse  load  on  a  main  road,  Harford  county. 

The  estimated  difference  in  the  cost  of  repairs  to  the  farmer  under 
present  conditions  and  with  good  roads  is  hardly  so  great.  The 
average  annual  cost  of  repairs  to  the  wagons  of  our  correspondents 
was  $28.50  for  each  farmer,  and  the  estimated  saving  about  a  third 
as  much. 

Good  roads  would  save  much  time,  the  money  value  of  which  it  is 
hard  to  estimate.  All  farmers  recognize  that  much  of  the  work  of 

1  Ely,  "  Problems  of  To-day,"  p.  148. 


MARYLAND    GEOLOGICAL    SURVEY 


407 


the  farm  is  concentrated  in  certain  periods,  and  that  at  other  times 
there  is  comparatively  little  work  to  be  done.  Now  it  is  just  at  these 
times,  when  the  farmer  has  leisure,  that  the  roads  are  in  their  very 
worst  condition  and  he  is  confined  to  the  farm,  whereas  at  the  busiest 
season  he  must  often  leave  important  duties  to  haul  products,  which 
might  well  be  done  during  the  winter.  One  correspondent  from 
Harford  county  writes:  "We  frequently  delay  hauling  when  the 
roads  are  bad,  and  then  have  to  do  it  when  we  should  be  doing  other 
work."  Much  of  the  fertilizers  and  wood  and  many  other  things 


FIG.  88. — Two-horse  load  on  a  macadam  road,  North  Carolina. 

could  be  hauled  with  ease  in  the  winter  if  the  roads  were  good,  and 
the  farmer  would  be  greatly  relieved  during  his  busy  season;  and, 
moreover,  the  hauling  which  must  be  done  during  the  summer  could 
be  done  in  a  shorter  time  with  less  interruption  to  other  work;  and 
the  farmer  could  take  advantage  of  rainy  weather  to  haul  when  he 
could  not  work  on  the  farm. 

The  answer  that  at  certain  seasons  farmers  have  so  little  to  do  that 
the  amount  of  labor  necessary  to  accomplish  a  particular  piece  of  work 


408  THE  ADVANTAGES  OF  GOOD  ROADS 

is  of  no  importance  to  them,  does  not  meet  the  argument;  for  in  the 
first  place  it  only  applies  to  the  season  of  leisure  when  very  little 
hauling  can  be  done ;  and  in  the  second,  the  idea  that  a  farmer's  time, 
even  in  seasons  of  slack  work,  is  of  absolutely  no  value,  will  find  few 
advocates. 

Not  only  are  the  horses  worn  out  by  tlie  hard  work  of  hauling  over 
bad  roads,  but  the  driver  also  suffers  from  the  effort;  and  he  alone 
can  realize  the  difference  in  his  feelings  after  a  day's  hauling  over  the 
ordinary  county  road  in  the  winter  time  and  after  an  even  longer  haul 
over  one  of  the  better  turnpikes.  One  of  our  correspondents  writes 
that  although  he  could  not  estimate  the  pecuniary  benefit  good  roads 
would  be  to  him,  he  knew  he  would  have  a  smaller  score  to  settle  at 
the  end  of  the  year  with  the  recording  angel  if  the  roads  were  good. 
This  sentiment  will  find  many  echoes. 

A    SPECIFIC    ESTIMATE. 

An  approximate  estimate  of  the  actual  amount  of  money  that  would 
be  saved  annually  by  good  roads  can  be  made. 

General  Roy  Stone  has  collected  some  interesting  facts  regarding 
the  cost  of  hauling  in  different  parts  of  the  United  States.  They 
were  obtained  from  answers  to  10,000  letters  of  inquiry  sent  to  all 
parts  of  the  country.  He  finds  that  the  cost  of  hauling  varies  in 
different  regions,  being  as  low  as  twenty-two  cents  per  ton  per  mile  in 
the  prairie  states  and  as  high  as  thirty-two  cents  in  the  eastern 
states.  He  estimates  that  nearly  220,000,000  tons  of  farm  products  and 
lumber  are  annually  carried  on  wagons  in  the  United  States  at  a  total 
cost  of  nearly  a  billion  dollars  ($1,000,000,000)  and  he  thinks  that 
probably  two-thirds  of  this  could  be  saved  by  good  roads.1  Similar 
inquiries  made  by  the  State  Highway  Division  in  Maryland  show  con- 
siderable differences  in  the  cost  of  hauling  in  different  parts  of  the 
state,  but  the  general  average  for  the  whole  state  is  twenty-six  cents 
per  ton  per  mile.2  Comparing  this  average,  with  the  cost  in  Europe, 
namely,  8  to  12  cents  in  England;  8  to  15  cents  in  France;  4  to  13 
cents  in  Germany;  7  to  8  cents  in  Italy,  the  difference  is  very  marked. 

1  Circ.  19.     Office  of  Eoad  Inquiry,  U.  S.  Dept.  of  Agric. 

2  See  p.  211. 


MARYLAND    GEOLOGICAL    SURVEY  409 

Labor  conditions  in  Europe  and  in  America  are  so  different  that  this 
comparison  loses  some  of  its  weight;  but  conditions  very  similar  to 
those  in  Maryland  may  be  found  in  New  Jersey.  In  the  counties  of 
that  state  which  have  improved  roads,  the  cost  of  hauling  is  between 
7  and  16  cents  per  ton  per  mile,  and  the  general  opinion  is  that  it  is 
about  one-half  of  what  it  was  when  the  roads  were  bad.  There  is  no 
reason  why  the  cost  of  hauling  in  this  state  should  not  be  reduced  to 
that  in  New  Jersey,  and  the  savings  would  then  be  enormous.  An- 
swers from  correspondents  in  Maryland  show  that  there  are  annually 
hauled  from  their  farms  38,504  tons;  and  to  their  farms  17,541  tons; 
that  is,  the  total  freight  moved  is  57,045  tons.  These  farms  have  an 
aggregate  area  of  57,638  acres;  one  can,  therefore,  say  with  sufficient 
accuracy  that  there  is  annually  moved  one  ton  of  freight  for  every 
acre  of  farm-lands.  This  ton  is  hauled  an  average  distance  of  6.7 
miles a  at  an  average  cost  of  26  cents  per  mile  or  $1.74  for  the  whole 
haul. 

In  1890  there  were  4,952,390  acres  of  farm-lands  in  Maryland;  mul- 
tiplying this  by  1.74  the  total  cost  of  transportation  to  and  from  Mary- 
land farms  amounts  to  about  $8,600,000.  If  the  cost  of  hauling  were 
reduced  one-half  by  good  roads,  the  annual  saving  would  be 
$4,300,000.  For  freight  hauled  over  toll-roads,  which  are  already  in 
fairly  good  condition,  the  saving  would  be  much  smaller.  No  sta- 
tistics are  available  to  determine  what  this  tonnage  is,  and  in  order  to 
be  on  the  safe  side  a  liberal  allowance  must  be  made  for  ii.  It  may 
be  objected  that  some  of  the  roads  over  which  this  freight  is  hauled 
are  too  unimportant  ever  to  be  improved,  and  that  the  estimate 
of  saving  must  be  reduced  accordingly.  This,  however,  is  more  than 
offset  by  lumber  and  other  freight  hauled  over  the  public  roads  to 
railways  or  factories  or  canneries,  etc.,  which  neither  go  to,  nor  come 
from,  the  farms  and  the  amount  of  which  is  not  known  and  has 
not  been  included  in  the  calculation. 

It  is  perfectly  safe  to  assert  that  a  sum  in  the  neighborhood  of  three 
million  dollars  would  be  annually  saved  by  improving  the  important 
roads  of  the  state. 

J  See  p.  208. 


410  THE  ADVANTAGES  OF  GOOD  ROADS 

There  is  another  way  in  which  an  estimate  of  the  saving  effected 
by  good  roads  can  be  made.  Answers  to  our  inquiries  showed  that  on 
an  average  farm  of  210  acres  there  are  six  horses;  and  that  good  roads 
would  diminish  the  cost  of  repairs  to  wagons  and  harness  about  $10. 
If  we  take  $15  as  the  value  of  the  annual  saving  on  each  horse  as  a 
result  of  less  food  needed  and  a  longer  life  service,  and  $10  as  the 
saving  in  repairs  to  wagons  and  harness,  we  find  that  there  would  be  an 
annual  saving  of  about  $100  per  farm  of  210  acres,  and  as  the  total 
acreage  of  farm-lands  in  1890  was  about  23,600  times  210  acres,  the 
saving  for  the  whole  state  would  amount  to  $2,360,000.'  In  addition 
to  this  there  will  be  a  saving  by  the  reduction  of  the  actual  number 
of  draught  animals  in  the  state  which  will  easily  bring  this  estimate 
up  to  the  former. 

The  available  data  are  not  sufficient  to  enable  more  accurate  esti- 
mates to  be  made,  but  they  are  quite  sufficient  to  make  it  fairly  certain 
that  this  estimate  is  too  small  rather  than  too  large. 

It  must  be  remembered  that  only  the  saving  in  the  cost  of  hauling 
has  been  considered;  and  if  all  the  direct  and  indirect  gains  from  good 
roads  were  counted  this  figure  would  undoubtedly  be  much  increased. 
That  the  estimate  is  well  within  reason  is  shown  by  comparison  with 
the  calculation  of  Professor  Durand-Claye,  who  shows  on  perfectly 
reliable  data,  that  a  reduction  in  the  cost  of  hauling  of  one-third  cent 
a  ton  per  mile  for  freight  transported  over  the  national  roads  only  of 
France  would  result  in  an  annual  saving  of  more  than  $3,000,000/ 
The  practical  appreciation  of  this  by  the  Trench  people  is  shown  by  the 
annual  expenditure  of  over  $40,000,000  for  the  maintenance  of  their 
roads. 

1  The  estimate  of  six  horses  to  every  210  acres  of  farm-land  is  the  average 
for  our  correspondents;  if  this  proportion  is  applied  to  the  4,952,000  acres  of 
farm-lands  of  the  state,  we  find  156,000  horses  and  mules  on  the  farms  of 
the  state  in  1890,  against  144,456  as  given  by  the  census  for  the  whole  state; 
this  discrepancy  follows  from  two  causes:  (1)  The  census  is  for  1890,  our 
numbers  are  for  1899.  (2)  Our  correspondents  belong  to  the  more  active 
and  progressive  class  of  farmers  and  probably  keep  more  horses  in  propor- 
tion to  the  size  of  their  farms  than  the  average  farmer  in  the  state.  The 
small  error  here  introduced  will  not  materially  alter  our  calculation. 

1  See  p.  386. 


MARYLAND  GEOLOGICAL  SURVEY  411 

SPECIAL  LOSSES  DUE  TO  BAD  ROADS. 

Besides  these  savings  there  are  occasionally  special  losses  on  account 
of  bad  roads.  It  is  frequently  impossible  to  haul  over  them.  One 
correspondent  from  Cecil -county  estimates  his  loss  last  year  on  this 
account  between  $70  and  $90.  Another  had  been  waiting  two 
months  to  haul  his  hay.  A  third  said  he  could  not  have  marketed  his 
wheat  from  February  to  April  if  the  price  had  been  $2  a  bushel. 
Another  said  it  is  impossible  to  haul  sometimes  when  profits  would 
be  the  greatest.  Another  farmer  lost  his  whole  crop  of  corn  because 
he  was  unable  to  haul  it  to  a  proper  place  of  storage. 

Although,  with  good  roads,  frequent  opportunities  to  take  advan- 
tage of  high  prices  would  occur,  it  must  not  be  forgotten  that  the  high 
prices  are  to  some  extent  caused  by  the  scarcity  of  the  products,  due 
to  the  condition  of  the  roads.  This,  however,  is  not  the  whole  cause 
of  high  prices,  for  in  some  products  they  are  largely  controlled  by  the 
abundance  of  the  western  supply,  and  by  the  state  of  the  foreign  de- 
mand. So  far  as  the  wheat  is  concerned,  the  condition  of  the  Mary- 
land roads  has  little  to  do  with  the  price  the  farmer  receives,  for 
farmers  may  deliver  their  wheat  in  the  autumn,  and  either  fix  a  time 
at  which  they  will  receive  payment  at  the  market  price,  or  reserve  the 
privilege  of  taking  the  market  price  at  any  time  they  desire.  But 
the  roads  do  prevent  the  farmer  from  choosing  his  own  time  to 
haul  to  market  and  must,  therefore,  sometimes  make  him  sell  certain 
products  to  his  disadvantage.  To  the  extent  that  the  bad  condition 
of  the  roads  affects  prices,  their  improvement  would  tend  to  steady 
them  to  the  advantage  of  the  farmer  and  of  the  purchaser,  both  of 
whom  could  count  on  a  market  with  smaller  fluctuations. 

Produce  which  is  injured  by  railway  transportation  could  be  hauled 
long  distances  to  town  over  smooth  roads  and  remain  perfectly  fresh 
and  unbruised;  occasionally  produce  is  lost  because  it  cannot  be  mar- 
keted at  the  right  time.  Also  the  knowledge  that  the  market  can 
always  be  easily  reached  would  lead  to  the  cultivation  of  profitable 
crops  which  under  the  present  conditions  the  farmer  does  not  dare 
to  risk. 


412  THE  ADVANTAGES  OF  GOOD  ROADS 

INDIRECT  BENEFITS. 

Many  indirect  benefits  result  from  good  roads.  It  was  in  France 
that  the  bicycle  was  developed  and  it  is  there  that  the  automobiles  are 
most  rapidly  coming  into  use.  This  is  not  because  the  French  are 
better  than  the  American  inventors,  but  because  the  French  roads 
offer  an  opportunity  to  use  these  machines  which  the  roads  of  our 
country  do  not.  With  good  roads  mechanical  motors  of  all  kinds 
would  come  into  much  more  general  use  and  be  a  great  economic 
advantage;  and,  moreover,  the  cost  of  maintenance  of  the  roads  them- 
selves would  be  diminished  as  horses  and  heavy  wagons  were  to  a 
greater  and  greater  extent  replaced -by  automobiles  with  pneumatic 
tires.  Automobiles  are  especially  fitted  to  be  used  as  express  wagons 
in  the  environs  of  towns  and  also  for  the  delivery  of  mail  in  country 
districts.  They  would  be  very  quickly  adopted  if  good  roads  were 
made.  These  conveniences  would  add  greatly  to  the  comfort  of 
country  life  and  would  encourage  many  persons  to  live  in  the  country 
who  now  crowd  into  the  cities.  The  isolation  and  practical  imprison- 
ment caused  by  the  very  bad  condition  of  the  roads  during  the  winter 
is  one  of  the  strongest  objections  to  the  country  at  that  season,  but 
with  good  roads  it  would  be  largely  done  away  with.  In  England 
and  France  a  large  portion  of  the  population  live  in  the  country  or  in 
small  towns,  and  this  would  become  much  more  general  in  this  country 
if  the  roads  were  good  enough  to  allow  easy  and  rapid  com  mum'  cation 
at  all  seasons  of  the  year. 

The  region  in  the  neighborhood  of  Boston  is  very  thickly  settled 
and  good  roads  run  in  all  directions.  Around  Baltimore,  however, 
until  very  lately,  the  country  was  almost  wild,  and  even  now  a  few 
minutes'  ride  on  the  trolley  car  brings  one  entirely  outside  the  region 
of  homes. 

The  post-routes  maintained  by  the  Swiss  government  are  good 
examples  of  a  system  kept  up  for  its  indirect  benefits.  In  1852  about 
64,600  persons  travelled  on  the  principal  Alpine  post-routes  in  the 
government  diligences,  at  a  loss  to  the  government  of  about  $1,500. 
In  1876  more  routes  had  been  opened  and  travel  had  greatly  increased 
so  that  nearly  280,000  passengers  were  carried  by  the  diligences  and 
the  loss  to  the  state  was  more  than  $110,000.  The  greater  the  travel 


MARYLAND    GEOLOGICAL    SURVEY  413 

the  greater  the  loss!  Nevertheless,  new  routes  are  opened  from  time  to 
time  in  order  to  attract  travellers;  for  it  is  well  recognized  that 
although  the  government  loses  money  on  its  post-routes,  the  people  are 
greatly  benefited  by  the  large  sums  of  money  which  travellers  spend 
in  the  country. 

A  similar  result  on  a  smaller  scale  would  follow  the  improvement  of 
the  county  roads  of  Maryland.  There  would  be  more  travel  through 
the  country  in  carriages,  on  horseback,  in  automobiles  and  on  bicycles, 
and  more  money  would  be  spent  there  to  the  advantage  of  the  people. 

After  all  the  material  advantages  of  good  roads  have  been  consid- 
ered, there  still  remain  the  great  benefits  of  easy  intercourse  with  one's 
neighbors;  benefits  which  are,  perhaps,  as  important  as  the  others, 
though.it  is  quite  impossible  to  measure  them  in  dollars  and  cents. 
With  good  roads,  social  gatherings  would  be  frequent  during  the 
winter  when  work  is  not  pressing,  in  regions  where,  with  present 
conditions,  a  few  miles'  drive  would  only  be  undertaken  under  very 
pressing  need.  With  good  roads  not  only  could  religious  services  be 
attended,  but  other  religious  activities  could  be  cultivated;  and  the 
children  could  always  be  sent  to  school  even  though  it  were  several 
miles  distant.  Indeed,  good  roads  would  work  a  revolution  in  the 
social  life  of  the  people  who  are  buried  in  the  country  during  the 
winter  months;  and  the  advantages  to  the  coming  generation  cannot 
be  overestimated. 

Easy  intercourse  is  especially  valuable  in  a  country  like  ours,  where 
the  policy  of  the  government  rests  finally  on  the  will  of  the  people; 
for  the  judgment  of  the  voters  finds  expression  at  the  polls;  and  noth- 
ing helps  more  to  a  right  judgment  than  full  and  free  discussion, 
which  in  some  sections  is  very  greatly  prevented  for  a  part  of  the  year 
by  the  almost  impassable  state  of  the  roads. 


GENERAL  CONSIDERATIONS  REGARDING  THE  IMPORT- 
ANCE OF  STATE  HIGHWAYS. 

Of  all  the  great  nations  of  the  world  America  has  the  worst  roads; 
and  in  view  of  its  great  progress  not  only  in  the  industries  and  in 
commerce,  but  also  in  the  comforts  and  conveniences  of  life,  this  is 


414  THE  ADVANTAGES  OF  GOOD  EOADS 

a  most  surprising  fact.  Foreigners  often  speak  of  the  reported  con- 
dition of  our  roads  in  tones  which  show  that  they  do  not  understand 
how  so  great  a  nation  can  submit  to  such  a  handicap  to  its  industries 
and  to  all  its  activities.  Why  is  Europe  so  far  ahead  of  us  in  this 
particular?  How  did  her  roads  become  so  perfect?  ]STot  because  her 
people  are  more  practical  than  ours,  but  because  her  political  needs 
required  them.  The  great  road-builders  of  ancient  times  were  the 
Romans,  who  built  roads  into  the  provinces  to  facilitate  the  move- 
ments of  their  armies,  and  so  keep  under  control  the  countries  they 
conquered.  Being  the  greatest  military  power  in  the  world,  they 
had  no  fear  that  other  armies  might  use  these  very  roads  to  invade 
their  land.  In  the  middle  ages  conditions  changed.  Europe  was 
divided  into  small  states;  elans,  and  even  families,  carried  on  warfare 
with  each  other;  they  were  not  strong  enough  to  control  their  roads, 
but  relied  for  safety  on  fortified  strongholds,  which  they  made  as 
inaccessible  as  possible;  the  tendency  was  to  destroy  rather  than  to 
improve  the  roads. 

In  modern  times  other  conditions  prevailed;  the  petty  states  united 
to  make  great  kingdoms;  wars  were  waged  in  which  large  armies  took 
part;  the  necessity  was  again  felt  for  good  roads  to  permit  easy  and 
rapid  transfer  of  troops  from  one  part  of  the  kingdom  to  another,  and 
a  strong  and  highly  organized  central  authority  existed,  able  and  ready 
to  enter  upon  the  large  work  of  road-building.  It  was  under 
jSTapoleon  I.  that  this  work  received  its  greatest  impetus.  The  com- 
mon people  were  ignorant;  they  knew  nothing  of  road-building  and 
were  accustomed  to  look  to  the  king  or  the  nobility  for  direction; 
they  were  not  accustomed  to  take  the  initiative.  Hence,  when  roads, 
had  to  be  'made  the  work  was  put  in  the  hands  of  engineers,  who  care- 
fully directed  it;  and  gradually  the  laboring  classes  learnt  how  the 
work  should  be  done,  and  became  competent  to  do  properly  the  part 
entrusted  to  them.  The  military  roads  made  the  people  appreciate 
the  benefits  of  good  highways,  and  gradually  all  the  roads  of  the  state 
were  im  proved. 

In  America  conditions  were  totally  different;  during  colonial  times 
-.and  in  the  early  years  of  the  republic  the  energies  of  the  people  were 


MARYLAND    GEOLOGICAL,    8UBVEY  415 

taken  up  with  more  pressing  needs,  and  when  the  subject  began  to 
engage  their  attention  and  great  highways  for  commercial  purposes 
were  about  to  be  built,  the  invention  of  steam  railways  and  the  build- 
ing of  canals  opened  up  better  means  of  transportation  and  the  ener- 
gies of  the  people  turned  toward  their  development  to  the  neglect  of 
the  public  roads.  The  struggles  of  the  early  settlers  in  this  country 
developed  an  independence  and  self-reliance  in  the  race  which  has 
had  much  to  do  with  its  later  progress,  but  which  has  often  pre- 
vented it  from  using  the  best  means  for  development  iu  certain  direc- 
tions. This  self-reliance  has  led  in  some  instances  to  the  feeling  that 
what  one  man  has  done,  any  other  man  can  do;  and  to  the  rejection  of 
the  fact  that  there  are  always  some  men  fitted  by  natural  ability  and 
training  to  carry  out  certain  lines  of  work  better  than  any  other  men. 
The  harm  of  this  appears  most  glaringly  in  those  cases  where  political 
appointments  are  not  made  for  fitness  and  where  experience  gained 
by  service  is  not  regarded  as  an  important  reason  for  reappointment. 
Our  roads  have  likewise  suffered  because  the  necessity  of  skilled  engi- 
neers is  not  appreciated;  indeed,  in  many  sections  of  the  state,  where 
there  is  not  a  single  road  that  could  be  called  even  fair,  there  are  any 
number  of  people  who  think  they  know  all  that  is  to  be  known  about 
building  roads. 

"We  have  seen  in  the  last  chapter  what  great  economies  would  be 
effected  by  good  roads.  Why,  then,  have  not  they,  like  the  railways, 
been  developed  and  made  economically  efficient?  Probably  because 
the  railways  are  carried  on  for  gain  by  private  enterprise  and  every 
effort  is  made  to  increase  the  profit;  here  any  man  who  invents  a  new 
device,  or  develops  a  new  method,  can,  if  he  knows  how  to  take 
advantage  of  his  improvement,  obtain  a  reward.  The  benefit  of  a 
new  process  is  measured  by  the  profit  it  produces;  and  active  railway 
managers  are  always  on  the  lookout  for  means  of  increasing  their 
profits.  The  system  of  managing  the  highways  is  quite  different. 
The  counties  pay  a  certain  sum  annually  to  maintain  the  roads  for  the 
benefit  of  the  people,  but  it  is  not  a  business  enterprise  carried  on 
by  the  County  Commissioners  for  gain.  Furthermore,  the  County 
Commissioners  have  many  and  varied  duties;  the  care  of  the  roads 


416  THE  ADVANTAGES  OF  GOOD  ROADS 

can  occupy  but  a  small  part  of  their  attention,  and  the  people  who 
are  most  active  in  the  election  of  the  Commissioners  often  insist  that 
political  and  not  business  methods  shall  prevail  in  the  management 
of  the  public  roads.  They  are  not  put  under  the  immediate  care  of 
competent  engineers;  no  reckoning  is  made  of  the  advantages  or  dis- 
advantages of  one  method  of  repair  over  another,  or  of  one  form  of 
construction  over  another;  and  improved  methods  are  not  introduced. 
The  people  therefore  suffer,  and  are  put  to  heavy  expenses  which 
might  be  much  reduced  if  efficient  methods  were  employed. 

Much  valuable  information  applicable  to  roads  can  be  gained  by  a 
study  of  ordinary  business  methods.  During  the  years  from  1893 
to  1897,  when  the  business  of  the  country  was  in  such  a  depressed 
condition  that  profits  were  extremely  small,  the  necessity  of  reducing 
running  expenses  made  itself  felt,  and  if  we  look  at  the  railroads  we 
shall  see  how  the  reductions  were  accomplished.  In  addition  to 
increasing  the  efficiency  of  the  employees,  immense  sums  of  money 
were  invested  in  straightening  curves,  reducing  grades,  putting  down 
heavier  rails,  buying  larger  and  more  powerful  engines  and  larger 
cars  and  thus  increasing  the  train-load  and  reducing  the  expense  of 
operation,  so  that  at  the  present  time  the  railroads  are  not  only  paying 
the  interest  on  the  increased  capital  but  are  making  larger  profits  for 
their  stockholders,  though  in  many  cases  the  freight  rates  have  been 
lowered.  Similarly,  the  roads  must  be  improved  in  order  to  increase 
the  efficiency  of  farmers  by  enabling  them  to  haul  heavier  loads,  and 
to  do  it  at  times  when  other  work  is  not  pressing,  and  thus  reduce  the 
time  and  expense  of  hauling.  The  saving  thus  effected  would  often 
make  the  difference  between  success  and  failure  in  farming. 

But  how  is  this  to  be  done?  Large  sums  of  money  are  annually 
spent  on  the  maintenance  of  the  roads  without  appreciable  results. 
Would  anything  be  gained  by  spending  more?  Or  are  there  any 
fundamental  reasons  why  our  roads  are  so  bad  which  might  be  cor- 
rected? 

An  examination  of  the  systems  of  administration  of  the  roads  in 
the  several  states  of  the  Union  and  in  foreign  countries  will  throw 
much  light  on  this  question.  These  systems  have  been  described  in 


MARYLAND  GEOLOGICAL  SURVEY. 


VOLUME  III,   PLATE  XXXIV. 


. 


FIG.  1.— SANDY  ROAD,  WORCESTER  COUNTY. 


Tlie  Friedeuwald  Co. 

FIG.  2.-TURNPIKE  ABANDONED  FROM  ROUGH  SURFACE,   MONTGOMERY  COUNTY. 

TYPES  OF  BAD  ROADS   IN  MARYLAND. 


MARYLAND    GEOLOGICAL    SURVEY  417 

another  part  of  this  volume,  but  they  may  be  briefly  summarized  as 
follows: 

In  the  United  States  the  roads  are  in  general  under  the  control  of 
County  Commissioners  or.  Township  Trustees  or  Selectmen  who  ap- 
point overseers  to  take  charge  of  all  repairs  and  of  the  maintenance 
of  the  roads,  although  in  some  cases  overseers  are  elected  directly  by 
vote  of  the  people.  The  road-tax  may  be  levied  or  voted,  and  gen- 
erally may  be  wholly  or  in  part  worked  out.  In  some  states  the 
roads  are  divided  into  two  classes,  some  under  control  of  County  and 
some  of  Township  officials.  In  some  states,  as  in  Maryland,  the  laws 
are  different  for  every  county. 

This  system  has  proved  very  unsatisfactory  as  shown  by  the  state 
of  the  roads,  and  by  the  frequent  changes  in  the  details  of  the  law, 
which  are  rarely  due  to  local  conditions  but  to  dissatisfaction  with  the 
results  and  an  attempt  to  introduce  methods  which  may  prove  more 
successful. 

Glancing  now  at  the  systems  in  countries  where  the  roads  are  good 
it  will  be  seen  that  in  France,  for  instance,  there  are  three  independent 
groups  of  roads  supported  by  the  national,  departmental  and  com- 
munal governments,  respectively.  In  the  other  countries  of  conti- 
nental Europe  very  much  the  same  system  is  followed;  but  in  Great 
Britain  and  Ireland  the  roads  are  supported  by  the  individual  par- 
ishes, by  groups  of  parishes  or  by  counties,  a  system  on  which  that  in 
the  United  States  is 'modeled. 

Among  the  states  of  the  Union  which  have  made  much  progress  in 
improving  their  roads,  namely:  Massachusetts,  New  York,  New 
Jersey,  Connecticut,  Kentucky,  North  Carolina,  Indiana,  Illinois,  and 
parts  of  Pennsylvania,  it  is  found  in  the  first  four  that  the  state  itself 
has  a  highway  commission  under  whose  direction  certain  roads  are 
being  improved,  and  that  a  certain  portion  of  the  expense  is  met  from 
the  state  treasury.  In  Massachusetts  the  proportion  furnished  by  the 
state  is  three-fourths,  in  New  York  and  Connecticut  one-half,  and  in 
New  Jersey  one-third.  In  Massachusetts  the  roads  made  under  this 
system  are  maintained  by  the  state,  in  New  York,  New  Jersey  and 
Connecticut  they  are  maintained  by  the  counties  or  townships.  In 
the  last  five  states  named  in  the  list  the  old  system  of  county  or  town- 


418  THE  ADVANTAGES  OF  GOOD  ROADS 

ship  control  still  exists.  The  conclusion  must  be  drawn  that  no  one 
system  of  road  administration  is  fundamentally  the  right  system,  and 
will  always  produce  good  roads,  for  the  roads  of  both  England  and 
France  are  excellent  although  their  systems  are  different,  and  the 
roads  of  our  country  are  execrable  although  our  system  is  closely 
similar  to  the  English.  We  find  however  in  all  countries  which  have 
really  good  roads  that  the  following  are  regarded  as  essential:  (1). 
Engineering  skill.  (2).  High  Standard.  (3).  Permanent  tenure  of 
office  and  personal  responsibility.  (4).  A  sufficient  outlay  of  money. 
(5).  Constant  care.  (6).  Classification. 

(1).  Engineering  Skill. — Nothing  impresses  one  more  in  the  ex- 
amination of  the  methods  of  foreign  countries  than  the  fact  that  wher- 
ever the  roads  are  good,  engineers  entirely  direct  and  supervise  their 
construction,  repairs  and  maintenance;  this  is  not  considered  the  work 
of  the  farmer,  but  of  men  especially  trained  for  the  purpose ;  and  the 
laborers  on  the  road  are  taught  by  them  just  how  their  work  should 
be  done.  The  excellence  and  thoroughness  of  technical  education  in 
Germany  is  well  known;  and  instruction  in  road-engineering  is  not 
neglected.  France  which  has  the  best  roads  in  the  world,  has  a  special 
school  known  as  the  Ecole  Nationale  des  Fonts  et  Chaussees  (National 
School  of  Bridges  and  Highways)  for  the  training  of  engineers  to  be 
put  in  charge  of  the  various  public  works  of  the  nation.  It  is  this 
system  of  training  men  for  the  work  they  are  to  do  that  gives  such 
excellent  results  in  that  country.  Although  France  carries  the  system 
to  a  greater  extent  than  the  other  countries  of  Europe,  they  all  recog- 
nize and  act  on  this  principle. 

A  glance  at  the  portions  of  this  volume  treating  of  the  construction 
and  repair  of  roads,  namely:  road  location,  grading,  draining,  surfac- 
ing and  the  methods  of  selecting  the  best  road-metal,  will  make  it 
very  evident  that  this  is  not  the  work  of  untrained  men,  but  can  only 
be  done  properly  by  engineers.  Indeed,  it  can  be  definitely  stated 
that  no  really  good  roads  have  been  made  without  their  aid.1 

1  The  complexity  of  the  problem  of  improving  the  Maryland  roads  and 
the  need  of  skilled  engineers  in  their  construction  were  recognized  in  the 
report  of  the  Committee  of  the  Maryland  Road  League,  Henry  W.  Williams, 
chairman;  published  in  1893. 


MARYLAND    GEOLOGICAL    SURVEY  419 

(2).  High  Standard. — The  government,  the  engineers,  the  work- 
men and  the  people,  all  hold  a  high  standard  of  excellence  for  the 
public  roads.  The  engineers  and  workmen  would  be  considered  very 
inefficient  if  they  did  not  keep  the  roads  up  to  the  standard. 

(3).  Permanent  Tenure  of  Office  and  Personal  Responsibility. — 
This  is  a  necessary  condition  of  good  work  and  is  very  rigorously  in- 
sisted upon  on  the  continent  of  Europe.  Men  enter  the  service  of  the 
state  as  engineers  in  their  youth,  to  remain  in  positions  of  increasing 
responsibility  for  the  rest  of  their  lives.  The  workmen  also  are  per- 
manently employed.  In  Great  Britain  the  road  system  is  not  so  per- 
fectly organized,  and  this  principle  is  less  well  applied ;  as  a  result  the 
roads  are  not  so  good,  but  the  tendency  is  to  apply  it  more  and  more 
thoroughly. 

(4).  Outlay  of  Money. — Good  roads  cannot  be  built  for  a  song  nor 
can  they  be  maintained  as  cheaply.  In  France  the  first  cost  of  the 
national  roads  is  on  the  average  about  $12,500  a  mile,  and  the  an- 
nual cost  of  maintenance  about  $250.'  This  large  cost  is  due  to  the 
breadth  of  the  roads  and  to  the  ditches,  sidewalks,  trees,  etc.,  with 
which  they  are  provided.  For  other  roads  the  expense  is  less,  being 
as  low  as  $2,500  and  $65  for  the  cost  of  construction  and  annual  main- 
tenance respectively  of  the  smaller  communal  roads. 

In  our  country  we  find  that  the  excellent  state  roads  of  Massa- 
chusetts have  averaged  about  $10,000  a  mile;  though  where  no  special 
difficulties  have  been  encountered  the  cost  has  been  from  $4,000  to 
$5,000.  These  roads  are  excellently  built  and  finished  and  have 
usually  a  hardened  way  fifteen  feet  broad ;  a  breadth  quite  unnecessary 
outside  of  villages  and  cities,  except  for  roads  of  very  heavy  travel. 
In  Connecticut  and  New  Jersey  the  cost  is  from  $1,000  to  $7,000. 
These  figures  are  lower  because  the  roads  are  narrower  and  are  not 
provided  with  such  excellent  sidewalks,  guard  rails,  culverts,  etc.  The 
lowest  figures  apply  to  roads  built  of  gravel  found  by  the  side  of  the 
road  itself,  and  they  are  distinctly  inferior  to  macadam  roads.  These 
roads  have  not  been  built  long  enough  to  give  any  experimental  value 
of  the  cost  of  maintenance.  It  is  probably  low. 

1  Durand-Claye,  Cours  de  Routes,  p.  5.     See  p.  385. 


420  THE  ADVANTAGES  OF  GOOD  ROADS 

The  expense  of  building  new  roads  and  improving  old  ones  is  met 
in  Europe  by  the  central  and  local  governments  and  property  owners 
in  different  proportions  according  to  the  importance  of  the  road.  In 
the  most  progressive  American  states  this  system  is  also  followed  and 
bonds  are  often  issued  by  the  state,  county  or  township,  and  a  sinking- 
fund  established  to  pay  them  at  maturity. 

(5).  Constant  Care. — The  method,  so  common  in  this  country,  of 
not  improving  a  road  until  it  is  nearly  worn  out,  is  a  very  bad  one; 
for  not  only  does  the  travel  have  to  put  up  for  a  long  time  with  a 
rough,  often  nearly  impassable,  road  but  the  actual  cost  of  repairs  is 
greater.  In  Europe  men  are  kept  permanently  at  work  making  all 
repairs  on  the  roads  as  soon  as  needed;  the  principle  of  a  stitch  in 
time  is  rigidly  applied  and  the  roads  are  always  kept  in  good  order 
at  a  low  expense.  One  workman  has  charge  of  a  certain  length  of 
road  to  which  he  devotes  his  whole  time,  summer  and  winter,  though 
in  France  the  workmen  are  relieved  during  the  time  of  harvest. 
They  are  under  the  continual  care  and  inspection  of  engineers  who 
give  the  necessary  instructions  and  see  that  they  are  carried  out.  In 
addition  to  this  general  maintenance  of  the  road  it  is  necessary  from 
time  to  time  to  cover  the  whole  surface  with  three  or  four  inches  of 
new  stone  as  the  road  under  the  wear  of  travel  gradually  becomes 
thinner  and  thinner. 

(6).  Classification. — The  roads  are  divided  into  classes,  and  the 
amount  of  money  spent  on  their  maintenance  depends  on  their  rela- 
tive importance. 

These  important  principles  are  entirely  neglected  in  Maryland. 
The  roads  are  under  the  general  control  of  County  Commissioners  or 
of  Road  Commissioners,  who  are  only  expected  to  give  a  small  part 
of  their  time  to  their  administration.  The  actual  repairs  are  done 
under  the  direction  of  the  supervisors.  It  is  generally  supposed  that 
any  man  of  ordinary  intelligence  is  fitted  to  be  a  supervisor,  whereas, 
it  is  probable  that  there  is  not  a  supervisor  in  the  state  who  has  had 
the  training  necessary  for  the  proper  performance  of  his  duties.  No 
fault  attaches  to  him  on  this  account,  for  it  is  impossible,  under  pres- 
ent methods,  for  him  to  obtain  it.  This  incompetence  is  becoming 


MARYLAND    GEOLOGICAL    SURVEY  421 

evident,  and  an  attempt  is  being  made  to  guard  against  it  by  putting 
the  work  of  constructing  new  roads  directly  in  charge  of  the  County 
Commissioners.  Little  will  be  gained  by  this  change,  for  although 
the  County  Commissioners  are  usually  men  of  intelligence,  they  are 
nevertheless  not  engineers  and  have  not  a  practical  knowledge  of  the 
right  methods  of  road-construction. 

This  universal  lack  of  expert  knowledge  is  one  of  the  most  im- 
portant causes  of  our  bad  roads,  and  if  they  are  to  be  improved,  it 
is  absolutely  necessary  that  they  should  not  only  be  constructed,  but 
also  supervised  in  their  maintenance,  by  competent  engineers;  until 
this  is  done  it  is  useless  to  expect  an  efficient  expenditure  of  the  road- 
fund.1 

The  large  majority  of  the  people,  including  the  officers  in  charge 
of  the  roads,  do  not  travel  far  from  home  and  do  not  know  what  a 
first-class  road  really  is,  nor  the  advantages  which  it  offers;  but  occa- 
sionally when  some  one  does,  he  is  enthusiastic  in  his  praises,  and 
denounces  the  people  at  home  for  not  improving  their  roads.  He  has 
had  an  object  lesson  not  enjoyed  by  his  neighbors.  If  the  people  at 
large  were  familiar  with  good  roads,  there  is  no  doubt,  judging  by  the 
result  in  other  states,  that  they  would  be  equally  impressed  with  their 
advantages  and  would  make  the  necessary  effort  and  take  the  neces- 
sary steps  to  improve  the  roads.  Something  should  be  done  to  bring 
this  knowledge  home  to  the  people,  and  the  best  method  is  to  build 
some  model  roads  for  them;  but  it  is  absolutely  essential  that  such 
roads  be  built  under  the  direction  of  persons  who  know  what  good 
roads  are  and  understand  thoroughly  how  they  should  be  built. 

It  is  necessary  not  only  to  have  skilled  engineers  at  the  head,  but 
every  one  engaged  in  the  work  must  be  taught  how  to  do  his  part. 
The  necessary  skill  cannot  be  attained,  if  the  men  in  charge  of  the 
roads  are  to  be  changed  at  every  election.  It  is  quite  impossible  to 
secure  a  trained  set  of  engineers  and  workmen  by  whom  the  work  will 
be  well  and  economically  done,  unless,  when  once  trained,  they  are 

1  The  general  law  permits  the  counties  to  appoint  competent  engineers  to 
take  charge  of  the  roads  but  it  is  not  taken  advantage  of.    Pub.  Gen.  Laws 
(1888),  art.  25,  sec.  1. 
27 


422  THE  ADVANTAGES  OF  GOOD  ROADS 

permanently  employed;  nor  is  it  possible  to  get  from  them  their  best 
work  unless  they  feel  that  the  security  of  their  position  depends  upon 
good  .work  and  not  on  other  qualifications  which  have  nothing  to  do 
with  their  devotion  to  their  duties. 

The  sum  annually  spent  on  the  roads  of  Maryland  is  over  $800,- 
OOO.1  This  is  not  enough  to  improve  the  15,000  miles  of  roads  in  the 
state ;  if,  however,  the  roads  were  once  thoroughly  well  built,  this  sum 
would  go  far  towards  keeping  them  up. 

The  American  method  of  not  working  on  the  roads  in  winter  is 
necessary  from  the  nature  of  many  of  our  roads,  which  in  that  season, 
are  mere  masses  of  mud,  well-nigh  impassable;  and  the  ordinary 
methods  of  the  supervisor  would  be  of  no  avail.  But  well  made 
roads  require  care  at  all  seasons  and  should  always  be  under  inspection. 

How  can  the  principles  mentioned  above  be  incorporated  in  the 
management  of  Maryland  roads?  It  does  not  seem  possible  to  do  so 
under  the  present  system  of  control,  and  yet  any  violent  or  radical 
change  is  to  be  deprecated.  Whatever  new  system  is  adopted,  it 
should  be  introduced  by  degrees  and  should  gradually  replace  the  old 
one  to  the  extent  that  may  be  found  desirable. 

Those  states  which  have  been  most  successful  in  the  improvement 
of  their  roads  have  appointed  a  state  highway  commission  which  has 
general  control  over  the  roads  built  with  the  help  of  a  contribution 
from  the  state  treasury.  The  counties  or  townships  petition  for  the  im- 
provement of  certain  roads  and  the  commission  decides  whether  these 
roads  are  of  sufficient  importance  to  receive  state  aid.  If  their  deci- 
sion is  favorable,  the  necessary  surveys  and  specifications  are  drawn 
up  and  the  work  is  then  done  by  contract,  local  contractors  and  labor- 
ers generally  being  employed.  Engineers  in  the  employ  of  the  com- 
mission supervise  all  the  work  and  see  that  the  specifications  are 
followed.  When  finished  the  road  is  maintained  variously  by  the 
township,  county  or  state.  This  method  has  proved  successful  and 
is  gradually  being  adopted  by  other  states.  It  will  be  seen  to  meet 
all  the  requirements  laid  down. 

That  the  roads  of  Maryland  will  sometime  be  improved  is  quite  eer- 

1  See  p.  429. 


MARYLAND    GEOLOGICAL,    SURVEY  423 

tain,  for  the  public  opinion  of  the  state  will  insist  upon  it;  but  unless 
some  definite  and  well-considered  plan  is  adopted  the  improvement 
will  come  very  slowly  and  irregularly  and  at  a  far  greater  cost  than  is 
necessary.  If,  however,  energetic  steps  are  to  be  taken  and  the  work 
is  to  be  accomplished  economically,  some  method  similar  to  that  just 
described  will  yield  the  most  satisfactory  results. 

The  state  must  lend  its  encouragement  and  substantial  aid  to  estab- 
lish a  standard  and  to  induce  the  counties  to  meet  the  heavy  expenses 
necessary  to  realize  it.  There  should  be  a  highway  commission  to 
direct  and  supervise  the  improvement  of  all  roads  carried  out  by  state 
aid.  The  selection  of  the  roads  to  be  improved  should  be  left  to  the 
County  Commissioners  but  should  be  subject  to  the  approval  of  the 
state  highway  commission.  The  commission  should  supply  all  the 
necessary  surveys  and  make  the  necessary  specifications  for  the  road. 
They  should  decide  on  the  proper  width,  the  amount  of  grading,  the 
material  to  be  used  on  the  surface,  on  any  slight  change  of  location 
where  desirable  and,  indeed,  on  all  technical  questions. 

The  roads  should  be  built  by  contract  under  the  supervision  of  the 
engineers  of  the  highway  commission,  who  should  see  that  the  speci- 
fications are  fully  observed.  The  cost  of  building  these  roads  should 
fall  partly  on  the  state,  partly  on  the  counties  and  partly  on  the  abut- 
ting property  owners;  the  state,  within  certain  limits,  contributing 
in  each  county  a  sum  equal  to  that  supplied  by  the  county  and  the 
abutting  property  owners. 

Roads  built  in  this  way  should  be  maintained  under  the  direction 
of  the  state  highway  commission  by  funds  supplied  partly  by  the  state 
and  partly  by  the  counties.  This  system  seems  necessary  in  order  to 
introduce  the  proper  methods  of  road-maintenance.  In  the  future 
when  a  sufficient  number  of  men  in  the  counties  have  been  trained  to 
understand  how  to  maintain  a  road  properly  the  maintenance  of  these 
roads  might  be  put  into  the  hands  of  the  county  officials. 

Objection  may  be  made  that  roads  should  be  built  and  maintained 
by  those  that  use  them,  and  they  are  almost  wholly  those  who  live  in 
the  country  near  the  roads.  This  is  a  very  plausible  objection  but 
fails  upon  examination.  Good  roads  benefit  not  only  those  who  use 


424  THE  ADVANTAGES  OF  GOOD  ROADS 

them  but  also  those  whom  they  serve.  Would  not  Baltimore  city 
profit  by  having  good  thoroughfares  free  of  toll  leading  into  the  sur- 
rounding country  and  others  radiating  from  the  stations  of  railways 
running  out  of  the  city?  Are  the  benefits  of  the  Chesapeake  Bay 
confined  to  those  who  own  ships  or  boats?  Does  not  the  whole  of 
Maryland  and  indeed  many  other  states  also  benefit  by  this  bay;  and 
is  not  the  National  Government  justified  in  making  a  ship-channel 
here  with  national  funds?  Do  not  benefits  so  widely  distributed  as 
those  conferred  by  good  roads  affect  the  welfare  of  the  whole  state? 
Manufacturers  and  business  men  want  consumers,  persons  who  will 
buy  their  products  and  pay  for  them;  and  if  they  can  reduce  the  cost 
of  production  their  profits  increase,  and  before  long  the  consumer 
shares  the  benefit.  The  farmers  also  want  consumers,  and  if  they 
can  reduce  the  expense  of  marketing  their  crops  they  will  increase 
their  profit  and  later  the  consumers  get  some  of  this  saving  in  lower 
prices.  Anything  that  helps  men  to  produce  more,  by  reducing 
the  time  and  labor  and  cost  of  production  leads  to  prosperity  in  which 
all  share,  and  the  reverse  is  also  true.  "  The  Chamber  of  Commerce 
of  the  city  of  New  York  says:  'We  are  handicapped  in  all  the 
markets  of  the  world  by  an  enormous  waste  of  labor  in  the  primary 
transportation  of  our  products  and  manufactures.' ':  But  even 
granting  that  persons  living  in  cities  bear  their  share  of  taxation  al- 
ready, still  is  it  not  good  policy  for  the  state  to  expend  a  sum  of 
money  which  will  increase  the  taxable  basis  by  double  the  amount 
spent?  It  is  not  only  to  the  advantage  of  the  state  as  a  state,  but  also 
of  its  individual  citizens. 

It  may  be  urged  that  the  richer  counties  would  profit  most  by  this 
plan  as  they  would  be  able  to  supply  a  larger  sum  and  therefore  re- 
ceive a  larger  share  of  the  state's  appropriation.  But  it  must  be 
remembered  that  the  richer  counties  pay  a  larger  proportion  of  the 
state  taxes,  and  would  only  receive  back  sums  which  they  have  con- 
tributed; so  no  great  injustice  is  done  on  this  account.  But,  after 
all,  the  counties  would  all  be  greatly  benefited  by  the  adoption  of 

1  Address  by  Gen.  Hoy  Stone  at  Raleigh,  N.  C.,  1897.     Of.  of  Road  Inquiry, 
.  U.  S.  Dept.  of  Agric.     Circular  28,  p.  21. 


MARYLAND    GEOLOGICAL   SURVEY  425 

such  a  system,  and  the  progress  of  the  state  should  not  be  kept  back 
because  it  is  impossible  to  distribute  the  taxes  and  benefits  with  abso- 
lute equality. 

From  another  side  it  may  be  objected  that  the  state  should  not 
interfere  in  local  matters,  to  which  category  roads  belong,  but  should 
leave  them  to  the  counties.  This  is  true  enough,  and  it  is  not  sug- 
gested that  the  state  should  control  all  the  roads  but  only  the  most 
important,  for  the  purpose  of  educating  the  people  to  know  what  a 
good  road  really  is  and  how  it  should  be  made,  and  to  bring  about  an 
improvement  which  could  otherwise  only  be  attained  after  very  many 
years  and  at  an  unnecessarily  high  cost.  Nor  is  it  suggested  that  the 
roads  built  by  the  state  highway  commission  should  always  remain 
under  its  control,  but  only  long  enough  to  teach  thoroughly  the 
lesson  of  the  proper  care  of  roads.  There  can  be  no  doubt  that  the 
majority  of  the  roads  should  always  be  under  the  control  of  county 
officials.  In  some  states  they  are  administered  by  townships,  but  the 
tendency  is  to  abandon  this  system  and  to  put  the  roads  in  charge  of 
the  county.  The  township  seems  to  be  too  small  a  unit  for  the  care 
of  roads.  There  is  little  commercial  advantage  in  building  a  very 
short  stretch  of  good  road  as  a  link  between  bad  ones  for  it  is  always 
necessary  to  adapt  the  load  per  horse  to  the  greatest  difficulties  to  be 
encountered,  and  if  a  single  township  should  make  good  roads  and 
be  surrounded  by  other  townships  with  bad  ones,  the  area  of  the  town- 
ship being  so  small,  there  is  continual  travel  beyond  its  boundaries,  so 
that  few  hauls  could  be  made  entirely  on  good  roads.  Furthermore 
the  machinery  necessary  for  the  construction  of  first-class  roads  is 
rather  expensive  and  would  not  be  bought  by  the  less  wealthy  town- 
ships; and  frequently  a  road  in  a  township  is  principally  used  for 
through  travel  by  persons  living  in  adjoining  townships.  The  county 
on  the  other  hand  is  quite  large  enough  to  afford  the  expense  of  road- 
making  machinery;  and,  moreover,  a  large  part  of  the  hauling  is  done 
within  its  own  area,  though  here  again  the  boundaries  would  be  not 
unfrequently  crossed,  passing  perhaps  from  good  to  bad  roads;  but 
the  state  is  so  large  that  the  amount  of  travel  across  its  boundaries  is 
small  in  comparison  with  the  travel  within  them.  It  would,  however, 


426  THE    ADVANTAGES    OF    GOOD    BO  ADS 

be  an  unwarranted  interference  in  local  affairs  for  the  state  to  under- 
take the  control  of  a  large  proportion  of  the  roads.  The  happy  mean 
is  adopted  when  the  state  controls  a  few  of  the  main  roads,  especially 
those  used  for  through  travel  between  counties,  and  leaves  all  the 
others  to  the  county  authorities.  Whatever  objections  may  be  ad- 
vanced against  state  aid  in  the  building  and  maintenance  of  roads, 
there  are  important  advantages  in  the  establishment  of  a  state  high- 
way commission  having  control  of  certain  main  roads,  which  need 
only  be  mentioned  to  be  recognized. 

ADVANTAGES  OF  A  STATE  HIGHWAY  COMMISSION. 

(1).  A  state  highway  commission  can  study  the  resources  of  the 
whole  state  in  road-metals.  It  will  not  always  be  advantageous  to 
put  upon  a  road  material  obtained  in  its  immediate  neighborhood  or 
even  in  the  county  where  it  lies.  A  knowledge,  therefore,  of  the 
location  and  quality  of  a  road-metal  in  another  part  of  the  state  would 
frequently  result  in  considerable  economy.  As  an  example:  certain 
roads  in  the  tide-water  counties  could  be  advantageously  built  of  ma- 
terial brought  from  the  upper  part  of  the  Bay;  the  necessary  infor- 
mation on  this  point  is  already  in  the  hands  of  the  Highway  Division  of 
the  State  Geological  Survey.  If  this  Division  had  not  been  created,  it 
would  have  been  necessary  for  each  county  to  discover  what  road- 
material  could  be  most  advantageously  used  on  its  various  roads  and 
where  it  is  to  be  found.  It  is  hardly  possible  for  county  officials 
to  gather  very  complete  information  of  this  kind. 

(2).  A  state  highway  commission  can  collect  all  the  reports  of  other 
states  and  of  foreign  countries  and  text-books  or  treatises  in  alL  lan- 
guages and  can  take  advantage  of  any  improvement  in  methods  or 
in  economics  that  have  been  introduced  elsewhere.  These  can  then 
be  applied  to  all  parts  -of  the  state.  It  would  be  quite  impossible  for 
this  work  to  be  thoroughly  done  in  each  of  the  counties,  and  it  would 
be  a  needless  repetition  if  it  were. 

(3).  A  saving  in  the  expense  of  administration  would  be  effected 
by  a  state  commission  which  had  general  supervision  over  certain 
roads  in  the  state,  and  which  could  appoint  assistant  engineers  as  they 


MABYLAND    GEOLOGICAL    SURVEY  427 

were  needed  to  supervise  the  roads  of  different  regions.  As  these 
assistant  engineers  would  be  under  the  general  direction  of  the  chief 
engineer  of  the  commission,  they  need  not  be  so  experienced  or  so 
expensive  as  engineers  employed  by  a,  county  to  have  entire  and 
independent  control  of  its  roads. 

(4).  With  individual  engineers  in  each  county  the  roads  would 
undoubtedly  vary  much  in  excellence,  but  a  state  commission  can 
introduce  a  high  standard,  and  one  uniform  for  the.  whole  state. 

(5).  A  state  commission  can  make  a  careful  study  and  comparison 
of  the  relative  values  of  different  kinds  of  construction  and  can  even 
experiment  to  discover  new  forms  of  construction  especially  appli- 
cable to  various  sections  of  the  state.  Work  of  this  kind  can  hardly 
be  done  by  single  counties.  A  single  plant  for  the  determination 
of  the  relative  values  of  the  different  road-making  materials  such  as 
is  described  on  pp.  320-326,  is  quite  sufficient  to  do  all  the  work 
necessary  for  the  whole  state.  It  would  be  impossible  and  unneces- 
sary to  set  up  such  plants  in  each  county.  The  saving  effected  by 
the  proper  choice  of  road-metal  is  extremely  great,  far  greater  than  the 
cost  of  a  state  commission.  As  an  example  of  what  a  state  commis- 
sion can  do  which  would  be  impossible  for  the  individual  counties  to 
accomplish  we  may  take  the  publication  of  the  present  volume.  This 
work  could  not  have  been  done  by  any  one  man,  but  required  the 
services  of  a  number  of  men  each  trained  in  different  lines.  Geolo- 
gists were  needed  to  locate  and  describe  the  road-materials,  others  to 
test  the  relative  value  of  the  materials,  to  examine  the  roads  and  to 
report  on  the  kind  of  improvement  needed,  to  give  the  history  of  road 
legislation  in  Maryland,  to  collect  the  laws  of  this  and  other  states  and 
to  consider  the  advisability  of  introducing  new  methods  in  Maryland, 
etc.,  etc.  The  expense  of  this  work  would  be  too  large  for  an  indi- 
vidual county,  but  it  is  not  too  large  for  the  state;  its  benefits,  how- 
ever, are  distributed  to  all  parts  of  the  state,  and  are  not  confined  to 
special  districts. 

The  cost  of  a  good  road  system  in  Maryland  would  be  large.  There 
are  in  the  state  about  1,500  miles  of  main  county  roads.  To  perma- 
nently improve  them  we  must  estimate  an  average  cost  of  about  $4,000 


428  THE  ADVANTAGES  OF  GOOD  ROADS 

a  mile.1  Though  some  roads  could  be  improved  at  a  much  lower 
figure,  on  others  where  much  grading  and  perhaps  some  rock-cutting 
would  be  necessary  the  expense  would  l?e  greater.  This  amounts  to 
$6,000,000.  To  buy  out  the  turnpikes,  of  which  there  are  497  miles, 
and  bring  them  to  a  fair  state  of  perfection  would  cost  approximately 
another  million  dollars;4  making  $7,000,000  to  improve  all  the  im- 
portant roads  of  the  state.  This  is  a  large  sum  and  the  wisdom  of  ex- 
pending it  should.be  thoroughly  discussed.  No  attempt  should  be 
made  to  do  this  work  too  quickly,  but  it  should  extend  over  a  period  • 
of  at  least  ten  years,  which  would  require  an  outlay  of  $700,000  a 
year.  If  this  were  divided  equally  between  the  state  and  the  counties 
each  would  have  to  contribute  $350,000  a  year. 

Under  the  present  excellent  condition  of  the  state  treasury  a  part 
of  the  state's  share  might  be  met  from  the  general  tax-list,  and  bonds 
running  from  ten  to-  twenty  years  might  be  issued  for  the  rest;  or  a 
small  increase  in  the  tax-rate  might  be  made  to  provide  the  whole  sum. 
The  counties  also  might  issue  bonds  for  their  share  of  the  expense; 
but  a  wiser  method  would  be  to  obtain  the  necessary  amount  by  an 
increase  in  the  road-tax,  which  apparently  the  people  would  willingly 
pay,  as  shown  a  few  pages  further  on." 

The  annual  cost  of  our  present  road  system  is  not  small.  The 
various  counties  appropriate  annually  $600,000  for  the  roads  and 
bridges;  furthermore,  in  some  counties  a  large  part  of  the  tax  is 
worked  out  on  the  roads  and  is  not  included  in  this  amount.  About 
$140,000  are  paid  by  the  people  in  tolls  to  turnpike  companies;  and 
besides,  a  large  sum,  the  amount  of  which  cannot  be  estimated  with 
any  degree  of  accuracy,  is  contributed  by  private  persons  for  the  im- 
provement of  the  public  roads.4  In  some  counties  it  is  an  ordinary 

1  If  road-building  is  entered  upon  extensively  in  the  U.  S.,  we  can  rest 
assured  that  our  engineers  will  introduce  improvements  that  will  materially 
reduce  the  expense  below  these  figures. 

2  See  p.  440. 

8  By  the  will  of  the  late  Wm.  Woolsey,  Harford  county  will  ultimately 
come  into  possession  of  $40,000  for  road-improvement,  provided  the  county 
supplies  an  equal  amount.  An  act  has  been  passed  by  the  legislature 
authorizing  the  county  to  raise  this  sum.  Laws  of  Md.,  1890,  ch.  43. 

4  For  example,  the  Singerly  road  in  Cecil  Co.     See  p.  227. 


MARYLAND    GEOLOGICAL    SURVEY*  429 

occurrence  for  landowners  to  contribute  a  sum  equal  to  that  supplied 
by  the  County  Commissioners  to  improve  a  certain  piece  of  road  which 
they  frequently  use.  The  total  amount  spent  annually  in  Maryland 
on  roads  cannot  be  less  than  $800,000^  and  is  probably  nearer  to 
$900,000.  The  amount  of  money,therefore,  in  addition  to  the  pres- 
ent road-tax,  to  be  contributed  annually  by  the  counties  and  property- 
owners  towards  the  permanent  improvement  of  the  principal  roads 
of  the  state  would  be  a  little  more  than  one-third  the  amount  now 
paid,  or  a  little  more  than  one-half  the  regular  road-tax,  and  all  the 
amount  paid  for  toll  would  be  saved,  and  the  great  annoyance  caused 
by  toll-gates  would  be  removed. 

The  principle  that  capital  may  be  invested  practically  to  any  amount 
if  thereby  running  expenses  can  be  reduced,  or  such  great  profits 
made  that  there  is  a  decided  gain  after  paying  interest  on  the  capital, 
is  a  sound  one  and  is  applicable  to  our  roads;  if  we  can  increase  the 
annual  value  of  the  industries  and  productions  of  the  state  or  reduce 
the  cost  of  production,  by  an  amount  greater  than  the  interest  on  the 
capital  necessary  to  make  good  roads,  we  are  not  only  justified  in 
investing  this  capital,  but  it  is  a  great  industrial  error  not  to  do  it. 

It  has  been  shown  that  about  $3,000,000  would  be  saved  annually 
in  the  cost  of  hauling  alone,  if  our  roads  were  improved;  and  if  other 
benefits  were  also  considered  the  savings  would  be  far  greater.1  The 
expenditure  of  the  necessary  amount  to  secure  good  roads  is  there- 
fore from  a  business  standpoint  fully  justified.  But  would  it  receive 
the  sanction  of  the  people  ? 

The  very  active  campaign  made  in  its  favor  by  the  large  number 
of  wheelmen  (30,000)  in  the  state  makes  it  quite  evident  that  they 
would  support  the  plan.  They  are  continually  spending  money  and 
urging  the  state  and  the  counties  to  do  the  same  in  order  to  make 
better  roads.  Farmers'  Clubs  in  all  parts  of  the  state  are  continually 
decrying  the  present  condition  of  the  roads,  and  they  can  confidently 
be  counted  on  in  favor  of  the  plan.  The  various  road-leagues  of  Har- 
ford  Co.  have  already  done  much  to  improve  the  roads  in  their  re- 
spective regions  2  and  are  strongly  in  favor  of  more  energetic  meas- 

1  See  pp.  408-410.  !  See  p.  212. 


430  THE  ADVANTAGES  OF  GOOD  ROADS 

ures.  Two  years  ago  there  was  a  large  gathering  at  Annapolis  to 
urge  the  legislature  to  take,  steps  to  improve  the  roads  of  the  state ; 
but  the  time  was  not  ripe  for  so  great  a  step,  and  sufficient  thought 
had  not  been  given  to  the  details  to  develop  a  satisfactory  practical 
plan  of  procedure;  and  therefore  the  Highway  Division  of  the  State 
Geological  Survey  was  created  to  consider  the  matter  thoroughly  and 
to  report  to  the  next  legislature.  A  special  law,  however,  allowed 
Montgomery  County  to  raise  $25,000  by  bonds  to  improve  the  road 
leading  from  Rockville  to  the  District  of  Columbia. 

In  order  to  get  a  general  expression  of  opinion  on  the  subject  and 
to  find  out  how  much  farmers  generally  would  be  willing  to  pay  for 
the  benefits  of  good  roads,  the  following  question  was  sent  to  our  cor- 
respondents, and  a  large  number  of  answers  received  from  all  parts 
of  the  state :  "  How  much  would  you  be  willing  to  pay  for  the  satis- 
faction of  driving  over  good  roads  independently  of  any  other  bene- 
fit? "  The  answers,  as  may  be  surmised,  were  very  various;  some 
thought  their  road-taxes  already  sufficient  to  ensure  good  roads  if 
properly  used;  others  were  willing  to  double  their  road-tax;  still 
others  mentioned  various  sums  varying  from  $5  to  $50;  one  amount 
being  as  high  as  $100.  The  average  was  $28.50.  It  must  be  re- 
membered that  this  does  not  include  what  farmers  would  be  willing 
to  pay  on  account  of  any  pecuniary  benefit.  The  persons  from  whom 
answers  were  received  must  be  classed  among  the  more  intelligent 
farmers  of  the  state;  so  that  this  probably  represents  the  more  pro- 
gressive and  not  the  average  opinion. 

An  estimate  can  be  formed  of  how  much  farmers  generally  are  will- 
ing to  pay  for  good  roads  by  finding  out  what  they  actually  pay  in 
tolls  in  a  region  well  supplied  with  toll-roads.  As  an  example  of 
such  a  region  we  may  take  Washington  County.  The  total  number 
of  miles  of  road  is  799;  of  these  104  are  toll-roads  and  33  more  are 
main  roads.  The  county  appropriates  $18,000  annually  for  the 
maintenance  of  its  roads  and  bridges  and  about  as  much  is  paid  in 
tolls,  so  that  quite  one-half  of  all  the  money  expended  on  roads  goes 
to  the  maintenance  of  one-eighth  of  the  total  mileage  of  the  county, 
and  this,  notwithstanding  the  fact  that  loose  broken  stone  is  placed  on 
the  toll-roads  to  repair  them  and  the  farmers  themselves  have  to  roll 


MARYLAND    GEOLOGICAL    SURVEY  431 

it  down  with  their  wagons.  Until  the  scone  is  well  compacted  the 
hauling  is  even  more  difficult  than  over  the  ordinary  roads. 

As  has  just  been  shown  the  additional  tax  would  only  be  on  the 
average  about  one-half  the  present  road-tax,  and  this  is  less  than  the 
majority  of  farmers  would  be  willing  to  pay  as  shown  above  merely 
for  the  pleasure  of  good  roads.  Even  if  the  counties  met  the  whole 
cost  of  the  improvement  without  state  aid,  the  sum  necessary  could 
be  nearly  raised  by  simply  doubling  the  present  road-tax. 

There  seems,  therefore,  no  doubt  that  the  people  would  support  a 
proper  measure  drawn  up  on  the  above  outline,  if  they  could  be  as- 
sured that  its  administration  would  be  put  in  the  hands  of  persons 
who  would  carry  out  its  provisions  economically,  efficiently  and  wholly 
for  the  benefit  of  the  people  of  the  state. 

It  must  not  be  supposed  that  the  sum  required  to  improve  the  prin- 
cipal roads  can  be  taken  from  the  money  now  spent  on  other  roads; 
for  there  are  nearly  13,000  miles  of  roads  not  included  in  those  to  be 
improved,  which  must  still  be  kept  in  passable  condition;  and  the 
present  road-tax  would  be  needed  for  this  purpose.  But  the  example 
of  a  system  of  well-distributed  roads  of  a  high  quality  would  lead  to 
more  efficient  work  being  done  on  the  former  to  their  general  im- 
provement. Indeed,  instead  of  looking  to  a  reduction  in  the  road-tax 
it  is  far  more  probable  that  the  people  would  insist  on  an  increase  in 
order  to  radically  improve  many  of  the  less  important  roads.  This 
has  been  the  experience  of  Massachusetts,  Connecticut  and  New 
Jersey,  since  the  state-aid  laws  have  been  in  force.  The  people  have 
recognized  the  advantages  of  good  roads,  and  have  not  been  willing 
to  have  their  roads  improved  so  slowly  as  would  be  necessary  if  they 
waited  to  take  advantage  of  the  position  of  the  state  appropriation  that 
would  be  available  each  year  for  their  district  They  have  raised 
money  by  increased  taxes  or  by  bonds,  to  hurry  the  work  on. 

When  the  highway  commission  of  Massachusetts  began  work  in 
1894,  there  were  twenty-nine  steam  rollers  owned  in  the  state;  now 
there  are  at  least  one  hundred  and  fifty-two.  This  is  a  good  example 
of  the  stimulus  to  road-building  furnished  by  a  well-equipped  state 
commission.  The  same  kind  of  activity  might  be  confidently  expected 
in  Maryland. 


432  THE  ADVANTAGES  OF  GOOD  ROADS 

It  cannot  be  too  strongly  insisted  upon  that  a  work  of  such  magni- 
tude as  that  of  permanently  improving  all  the  main  roads  of  Maryland, 
should  not  be  undertaken  hastily  or  without  careful  deliberation ;  and 
that  it  should  not  be  commenced  unless  it  is  the  settled  policy  of  the 
state  to  carry  it  through.  It  would  probably  be  wiser  at  the  present 
time  for  the  state  to  aid  the  counties  to  build  short  pieces  of  model 
road.  They  would  bring  more  vividly  before  the  people  the  advan- 
tages of  a  comprehensive  system  of  good  roads  and  would  furnish  the 
opportunity  to  train  supervisors,  so  that  later,  if  the  state  should  un- 
dertake an  extensive  improvement  of  the  roads  on  some  such  plan  as 
that  suggested,  there  would  be  a  number  of  trained  men  to  form  the 
nucleus  of  several  permanent  corps  of  road-makers.  In  anticipation, 
therefore,  of  a  time  when  energetic  measures  will  be  taken  to  build 
good  roads  it  is  most  desirable  to  determine  the  relative  amounts  of 
travel  and  traffic  over  the  various  roads  of  the  state,  in  order  to  deter- 
mine their  relative  importance;  this  will  be  a  guide  to  point  out  the 
order  in  which  the  roads  should  be  improved,  the  widths  that  are 
necessary,  and  the  material  that  is  most  desirable  for  their  surfaces. 
In  France  such  an  investigation  is  made  from  time  to  time  and  serves 
to  determine  the  sums  of  money  to  be  expended  on  the  various  roads 
for  their  maintenance.  A  large  number  of  observers  stationed  along 
the  roads  keep  a  record  every  thirteenth  day  for  a  year,  of  all  wagons 
and  animals  passing  their  posts.  Observations  of  this  kind  furnished 
the  data  on  which  was  founded  the  calculation  of  the  great  saving  ef- 
fected by  an  insignificant  difference  in  the  cost  of  hauling  which 
would  follow  a  slight  change  in  the  smoothness  of  the  road  surface;1 
and  these  calculations  justify  the  enormous  sum  of  $37,500,000  spent 
annually  for  the  maintenance  of  the  French  roads.  The  economic 
information  gathered  by  such  an  investigation  is  also  of  great  import- 
ance. 

SOME  SUGGESTIONS  REGARDING  ROAD  IMPROVEMENT. 
THE  RELOCATION  OF  ROADS. 

The  first  work  to  be  undertaken  in  the  improvement  of  a  road  is  to 
see  that  it  is  properly  located.  Frequently  small  changes  in  the  posi- 

1  See  p.  386. 


MARYLAND  GEOLOGICAL  SURVEY. 


VOLUME   III,  PLATE  XXXV. 


X^UBR 

OFT 
V«      COLLEG 


FlO.  1.— DUSTY   ROAD,   BALTIMORE  COUNTY. 


The  Frledeiiwald  Co. 


FIG.  2.— UNDRAINED  ROAD  IN  CUT,  CHARLES  COUNTY. 
TYPES  OF  BAD  ROADS  IN   MARYLAND. 


MARYLAND    GEOLOGICAL    SURVEY  433 

tion  of  parts  of  a  road  will  avoid  heavy  grades.  If  the  surfacing  is 
done  on  a  road  which  is  badly  located  or  on  which  the  grades  are  too 
steep  the  money  is  largely  wasted.  The  road  can  never  be  first  class, 
since  heavy  grades  are  a  serious  impediment  to  hauling  and  increase 
the  cost  quite  as  much  as  a  bad  surface. 

WIDTH  OF  ROADS. 

In  building  roads  the  greatest  economy  should  prevail ;  and  economy 
does  not  necessarily  mean  the  lowest  original  cost,  but  the  lowest 
amount  necessary  for  building  and  maintaining  the  road  in  proper 
condition.  In  the  application  of  this  principle  we  should  make  our 
roads  as  narrow  as  possible  and  still  meet  the  demands  of  the  travel. 
The  cost  of  surfacing  a  road  is  directly  proportional  to  its  width,  so 
that  much  can  be  saved  by  not  making  roads  broader  than  is  abso- 
lutely necessary.  The  width  of  the  level  part  of  the  road  between 
fences  should  not  be  less  than  30  feet  except  in  very  unimportant 
roads.  This  allows  for  a  sidewalk,  proper  ditches  and  about  20  feet 
of  road,  all  of  which,  however,  need  not  be  stoned.  Indeed,  it  will 
rarely  be  necessary  to  stone  more  than  15  feet,  and  in  many  cases  a 
stoned  portion  eight  to  ten  feet  wide  will  be  quite  sufficient;  but  it  is 
better,  when  laying  out  a  road  to  secure  a  right  of  way  thirty  feet 
wide  and  thus  provide  against  possible  developments,  than  it  is  later 
to  require  the  owners  of  abutting  property  to  move  back  their  fences 
possibly  to  the  detriment  of  their  lots,  and  therefore  at  considerable 
expense  to  the  county. 

It  is  only  in  cases  where  there  is  considerable  travel  in  opposite 
directions  so  that  vehicles  are  continually  meeting  and  passing  each 
other  that  it  is  necessary  to  have  a  stoned  way  more  than  ten  or  twelve 
feet  wide;  for  occasional  passing  one  vehicle  can  always  move  off  of 
the  stoned  portion;  and  if  this  passing  is  not  too  frequent,  it  will 
not  occur  very  often  at  the  same  place,  and  the  dirt  side-road  will 
not  be  cut  up  even  in  bad  weather.  Thus  all  the  benefits  of  a  good 
macadam  road  are  enjoyed  at  a  reasonable  cost. 

When  the  travel  is  such  that  vehicles  are  continually  passing  each 
other,  then  the  stoned  way  should  be  about  fifteen  feet  wide;  and  if 


434  THE  ADVANTAGES  OF  GOOD  ROADS 

outside  of  this  there  are  hard  earth  or  gravel  shoulders  three  feet 
wide,  full  provision  will  have  been  made  for  the  heaviest  travel  ex- 
cept in  the  immediate  vicinity  of  large  cities.  This  is  the  breadth 
adopted  by  the  Massachusetts  Highway  Commission  for  their  most 
important  roads,  and  it  has  proved  quite  sufficient. 

GUARD-RAILS. 

Roads  on  the  side  of  a  hill  or  on  embankments  end  often  in  steep 
slopes,  which  may  be  very  dangerous.  Not  only  is  the  county  morally 
responsible  for  an  accident  that  may  happen  to  a  traveler  in  such  a 
place,  but  it  is  also  liable  for  large  damages  if  a  traveler  is  injured 
by  falling  off  the  road.  It  is  therefore  proper  to  provide  a  suitable 
guard-rail  at  all  such  places  for  the  protection  of  life  and  limb.  This 
simple  precaution  is  much  neglected  in  Maryland. 

WIDE  TIRES. 

The  experiments  detailed  on  pages  298-299  show  the  great  advan- 
tages of  wide  tires  on  soft  roads,  but  on  well-made  hard  smooth  roads 
they  apparently  are  of  no  special  benefit.  Although  they  are  very 
generally  used  in  France,  the  French  engineers  have  concluded  that 
wide  tires  are  no  protection  to  their  roads  and  since  1852  they  have 
not  been  required.  In  this  country,  however,  with  its  wretched  high- 
ways, wide  tires  are  a  decided  advantage  both  in  offering  a  less  re- 
sistance to  traction,  and  also  in  helping  to  smooth  roads,  which  narrow 
tires  would  seriously  injure.  On  this  account  the  turnpike  compa- 
nies only  charge  half -toll  for  wagons  with  wide  tires;  therefore,  wide 
tires  are  numerous  in  districts  of  turnpikes  but  are  rare  in  other  sec- 
tions of  the  state. 

SIGN-BOARDS. 

Sign-boards  should  be  placed  at  cross-roads  for  the  convenience  of 
travelers.  They  should  be  substantially  made;  and  punishment 
should  be  rigorously  meted  out  to  any  one  injuring  them.  -The  habit 
of  using  them  as  a  target  and  wantonly  destroying  them  is  inexcusable. 

PLATS    AND    RECORDS. 

Permanent  boundary  marks  should  be  placed  on  each  side  of  the 
road  wherever  its  direction  changes,  and  the  point  midwaj'  between 


MARYLAND    GEOLOGICAL    SURVEY  435 

them  should  be  considered  as  lying  in  the  middle  of  the  road,  and 
should  be  used  in  the  description  of  property  boundary  lines.  At 
present  the  "  middle  of  the  road "  is  a  very  indefinite  line,  which 
changes  position  every  time  a  fence  is  repaired. 

All  roads  should  be  surveyed  and  an  accurate  plat  and  record  pre- 
served for  future  reference.1 

PASSENGER  RAILWAYS. 

Much  fault  has  been  found  with  County  Commissioners  for  grant- 
ing passenger  railway  companies  the  privilege  of  laying  tracks  on 
county  roads,  it  being  contended  that  they  should  buy  rights-of-way 
across  country;  but  they  are  public  conveniences  and  serve  the  public 
best  by  following  the  most  settled  routes,  that  is,  the  public  roads. 

The  advantages  offered  by  the  railways  are:  rapid  and  frequent 
trips  at  small  cost;  and  the  cost  could  not  be  kept  down  if  they  had 
to  buy  expensive  rights-of-way  to  lay  their  tracks.  They  develop  the 
region  they  traverse,  increase  the  value  of  the  land  and  thus  add  to 
the  taxable  basis  of  the  county.  The  suburban  trolley  system  is  still 
in  its  infancy  and  it  is  not  unreasonable  to  expect  a  great  extension 
of  it ;  also  an  increase  in  its  functions  to  take  in  (as  it  already  does  in 
some  regions)  an  express  and  freight  business.  This  would  greatly 
increase  its  usefulness  and  would  save  the  farmers  many  a  long  and 
expensive  haul  with  horses.  But  it  will  not  do  away  with  the  use  of 
the  roads  for  short  hauls  and  for  driving. 

The  passenger  railway  companies  are  organized  for  private  gain  and 
should  therefore  meet  their  just  share  of  taxation,  and  should  meet 
the  necessary  expenses  of  construction;  on  the  other  hand  they  are 
semi-public  servants  and  their  power  of  serving  the  public  is  dependent 
on  the  privileges  granted  them  by  the  legislature  and  County  Commis- 
sioners. The  proper  balancing  of  the  benefits  received  by  the  compa- 
nies and  the  services  rendered  by  them  so  that  they  shall  be  treated 
justly  and  the  public  receive  the  best  service  at  the  smallest  cost  and 
with  the  least  inconvenience,  and  so  as  to  develop  the  system  to  still 
greater  usefulness,  is  a  very  delicate  matter,  and  one  that  should  re- 

1  See  p.  300. 


436  THE  ADVANTAGES  OF  GOOD  ROADS 

ceive  the  closest  attention  of  legislators.  A  discussion  of  this  broad 
question  does  not  belong  here,  but  some  of  the  minor  details  do. 

Many  of  the  electric  roads  have  taken  complete  possession  of  the 
public  highways  and  have  greatly  injured  the  surface  of  the  whole 
road,  and  they  often  leave  the  road  much  too  narrow.  Sometimes 
they  cross  and  recross  the  road  increasing  the  danger  of  accidents  by 
collision. 

They  should  be  required  to  keep  their  tracks  on  one  side  of  the 
road  if  the  road  is  not  a  wide  one,  and  always  to  leave  a  level  strip  at 
least  20  feet  wide  on  the  side;  for  this  is  not  more  than  enough  to 
provide  for  a  road-bed  12  or  15  feet  wide  and  leave  space  for  a  sidewalk 
when  this  becomes  necessary. 

In  wide  and  important  roads  the  tracks  should  be  in  the  middle  with 
at  least  20  feet  on  each  side  to  the  gutters,  and  from  five  to  ten  feet 
beyond  that  for  sidewalks;  say  a  distance  of  30  feet  on  each  side  be- 
tween the  outer  rail  and  the  fence.  In  the  opening  of  new  roads 
the  roadway  (between  fences)  should  be  made  broad  enough  to  pro- 
vide room  for  a  railway  if  it  should  be  needed. 

Railway  companies  should  not  be  required  to  keep  the  road  in  order; 
it  is  apart  from  their  line  of  business  and  they  have  not  the  skilled 
assistance  necessary  for  the  proper  care  of  roads;  it  is  not  advisable 
as  a  method  of  taxation,  not  nearly  as  good  a  method,  for  instance,  as 
the  park-tax  levied  on  the  street  railways  of  Baltimore.  If,  however, 
they  directly  or  indirectly  damage  the  roadways,  the  damage  should 
be  repaired  by  the  proper  persons  in  charge  of  the  road,  at  the  ex- 
pense of  the  companies. 

TURNPIKES. 

In  the  early  development  of  our  country  when  civilization  was  push- 
ing its  way  to  the  west,  the  necessity  for  roads  leading  great  distances 
made  itself  felt.  Before  the  Revolution  the  colonial  governments  were 
too  weak,  and  after  it  the  federal  government  was  too  much  occupied 
with  other  matters  to  give  its  attention  to  the  building  of  these  roads. 
The  National  Road  seems  to  be  the  only  one  which  was  built  by  gov- 
ernmental funds.  A  little  later  toll-roads  were  undertaken  by  Balti- 


MARYLAND    GEOLOGICAL    SURVEY  437 

more  county,  but  were  soon  turned  over  to  private  corporations.1  As 
the  country  became  more  thickly  settled  the  necessity  for  more  roads 
resulted  in  the  building  of  many  public  highways  which  were  free  to 
all,  as  it  was  quite  evident  that  the  inconvenience  of  paying  toll  on 
all  roads  would  be  an  unbearable  annoyance.  In  the  last  century 
there  were  many  toll-roads  in  England.  Adam  Smith,1  writing  of 
the  means  of  maintaining  the  roads,  advocated  the  collection  of  tolls, 
on  the  ground  that  it  was  only  fair  that  persons  using  the  roads  should 
pay  for  them.  And  this  seems  perfectly  reasonable,  but  it  has  not 
proved  good  policy  and  the  tendency  of  modern  times  is  towards  the 
abolishment  of  toll  on  roads  and  bridges.  The  toll-roads  in  England, 
where  they  were  more  numerous  than  in  any  other  country,  were 
abolished  by  law  in  1878.  In  Saxony  they  were  abolished  in  1884, 
partly  on  account  of  the  satisfactory  state  of  the  treasury,  partly  on 
account  of  the  great  expense  of  collecting  the  tolls,  partly  on  account 
of  the  annoyance  to  travelers.  In  a  few  states  of  the  Union  there  are 
no  toll  roads.  In  some  the  charters  of  toll  roads  expire  after  a  number 
of  years  and  the  roads  become  public  property;  in  others  the  roads 
may  be  purchased  by  the  county  either  by  agreement  or  at  an  appraised 
valuation;  in  still  others,  as  in  Maryland,  no  special  laws  have  been 
passed  looking  to  the  abolishment  of  toll-roads,  but  the  general  prin- 
ciples of  eminent  domain  would  probably  meet  all  requirements. 

In  New  Jersey  where  so  many  excellent  public  roads  are  now  being 
built,  the  toll-roads  are  losing  much  of  their  revenue,  and  the  people 
who  are  required  to  use  them  feel  that  they  are  being  treated  unjustly 
in  having  to  pay  toll,  whereas  many  of  their  more  fortunate  fellow- 
citizens  are  enjoying  all  the  privileges  of  free  roads  well-built  by  state 
aid.  A  law  has  therefore  been  passed  allowing  a  certain  amount  of 
the  money  appropriated  by  the  state  for  the  improvement  of  highways 
to  be  used  for  the  acquirement  of  the  toll-roads,  on  the  same  general 
terms  of  distribution  of  expense  as  in  building  roads  under  the  state- 
aid  law. 

In  a  report  to  the  Maryland  legislature  on  turnpike  roads  in  1818 

1  For  the  history  of  turnpikes  in  Maryland,  see  p.  162,  et  seq. 
1  Wealth  of  Nations. 
28 


438  THE  ADVANTAGES  OF  GOOD  ROADS 

by  Governor  Charles  Goldsborough,1  the  opinion  is  expressed  that  the 
charging  of  tolls  interferes  with  commerce  to  the  disadvantage  of  the 
state.  He  writes:  "  But  where  the  policy  of  the  State  invites  a  great 
commerce  to  enter  its  territories  and  settle  there,  this  system  [of  toll- 
roads],  it  must  be  immediately  perceived,  will  not  attain  the  end." 

A  communication  from  the  president  of  the  Cumberland  Road, 
included,  among  others,  in  the  report  contains  these  words:  "  There 
can  be  no  doubt,  if  this  road  were  made  free  from  tolls,  or  the  tolls  so 
reduced  as  to  be  only  sufficient  to  keep  it  in  repair,  that  the  com- 
munity would  be  greatly  benefited  by  it;  those  who  use  it  would  be 
directly  benefited,  and  the  state  at  large  indirectly,  by  receiving  the 
immense  products  of  the  west,  that  would  be  induced  to  seek  a  market 
in  it.  To  accomplish  this,  legislative  interposition  would  be  neces- 
sary, and  probably  it  could  only  be  accomplished  by  the  state  becoming 
its  proprietor." 

It  must  not,  however,  be  inferred  that  toll-roads  are  a  hindrance  to 
commerce.  On  the  contrary,  not  only  have  they  in  the  past  been  a 
great  encouragement  to  industries  and  a  real  saving  to  the  people,  but 
this  may  be  said  of  them  still.  The  average  cost  of  hauling  one  ton 
a  mile  on  the  ordinary  roads  in  Maryland  is  26  cents.  The  cost  on 
the  turnpikes  is  certainly  one-third  less,  notwithstanding  the  tolls  paid 
for  this  distance  are  about  3  cents.3  During  the  winter  weather  the 
toll-roads  are  the  only  roads  which  can  be  profitably  used  and,  there- 
fore, their  saving  is  much  greater  than  appears  in  the  above  statement. 
Nevertheless,  they  are  more  expensive  than  would  be  the  cost  of  first- 
class  public  roads  properly  administered,  for  the  people  pay  about 
$280  a  year  per  mile  in  tolls,  and  much  better  roads  could  be  kept  up 
and  the  interest  on  their  present  market  value  met  for  less  than  two- 
thirds  of  this  sum. 

1  Executive    Communication    to    the    General    Assembly    of    Maryland    at 
December  session,  1818,  on  the  Subject  of  Turnpike  Roads,  p.  17.     Annapolis, 
1819. 

2  Executive    Communication    to    the    General    Assembly    of    Maryland    at 
December  session,  1818,  on  the  Subject  of  Turnpike  Eoads,  p.  24.     Annapolis, 
1819. 

*  This  would  be  somewhat  increased  if  the  empty  wagon  returns  over  the 
toll  road,  but  farmers  usually  prefer  to  return  over  the  poorer  country 
roads  in  order  to  avoid  the  toll. 


MARYLAND    GEOLOGICAL    SUKVEY  439 

It  may  be  Jaid  down  as  a  general  principle  that  all  conveniences 
which  are  of  general  utility  should  be  made  free  to  all,  if  this  free- 
dom would  not  lead  to  abuse  or  to  increased  expense.  This  plan  is 
followed  in  regard  to  many  public  rights,  such  as  the  general  use  of 
the  streets  and  parks  of  a  city  with  their  lighting  and  policing,  and 
many  other  similar  advantages.  Whereas  other  privileges,  which  if 
free,  might  give  rise  to  extravagance  from  careless  and  excessive  con- 
sumption, such  as  the  use  of  gas  and  water  in  residences,  should 
always  be  paid  for  pro  rata  by  the  beneficiary.  It  is  very  clear  that 
the  public  roads  belong  to  the  first  class  mentioned,  and  it  will  be 
shown  that  the  public  ownership  of  the  toll  roads  and  the  abolishment 
of  tolls  would  even  be  a  saving  to  the  people.  The  advantages  of 
having  all  the  roads  free  without  any  special  tolls  would  be  not  only  a 
great  public  convenience,  but  would  also  lead  to  increased  commerce, 
as  was  clearly  recognized  as  far  back  as  1818  in  the  report  of  the 
Governor  of  Maryland  already  quoted. 

The  objection  to  the  payment  of  tolls  is  not  altogether  on  account 
of  the  sum  paid,  although  this  is  not  insignificant,  but  is  largely  due 
to  the  annoyance  attendant  upon  the  collection  of  the  toll.  More- 
over, there  is  continual  disagreement  between  the  turnpike  authori- 
ties and  the  people  using  the  road  on  the  subject  of  repairs  and  some- 
thing is  to  be  said  on  both  sides  of  the  question.  The  people  are 
naturally  dissatisfied  with  paying  toll  over  roads  not  kept  in  good 
order,  and  on  the  other  hand  the  turnpike  authorities  frequently 
receive  such  small  returns  on  the  capital  invested  in  the  road  that 
they  are  loath  to  spend  more  than  is  absolutely  necessary.  The 
Reisterstown  road,  which  is  probably  one  of  the  best  turnpikes  leading 
out  of  Baltimore,  is  an  example  of  a  road  yielding  small  returns.  It 
cost  about  $600,000  to  build  its  total  length  of  63  miles,  though 
at  present  toll  is  collected  on  but  48  miles.  The  returns  have 
been  so  small  that  some  years  ago  the  par  value  of  each  share  of  the 
capital  stock  was  reduced  from  $20  to  $6,  that  is,  to  less  than  one- 
third  of  the  original  cost.  The  market  value  to-day  of  this  stock  is 
about  $1.50.  It  is  paying  dividends  of  about  3  per  cent  annually,  that 
is,  less  than  1  per  cent  on  the  original  cost  of  the  road.  The  other 
toll-roads  about  Baltimore  pay  small  dividends  or  none  at  all,  whereas 


440  THE  ADVANTAGES  OF  GOOD  ROADS 

those  in  the  western  part  of  the  state  yield  fair  or  good  returns  on  the 
investment. 

There  are  at  present  fifty-one  turnpike  companies  in  the  state 
collecting  toll  on  497  miles  of  roads.  The  total  sum  paid  annually 
in  tolls  by  the  people  is  not  less  than  $140,000,  or  about  $280  a  mile. 
This  sum  goes  into  repairs,  administration,  collection  of  tolls,  and 
dividends.1 

It  would  be  greatly  to  the  advantage  of  the  people  of  the  state  if 
the  turnpikes  were  bought  out  at  a  reasonable  price  and  made  county 
or  state  roads,  for  the  cost  of  maintenance  and  administration  would 
not  be  much  larger  than  it  is  at  present,  and  the  very  serious  expense 
of  collecting  the  toll,  which  of  course  must  be  paid  by  the  people 
using  the  road,  would  be  saved.  The  amount  now  used  for  paying 
dividends  would  more  than  meet  the  interest  on  bonds  issued  to  buy 
the  roads,  since  the  state  could  readily  borrow  money  at  3  per  cent. 
The  roads  could  undoubtedly  be  bought  by  the  state  at  a  reasonable 
price  based  on  the  market  value  of  the  stock  or  on  the  earning  capacity 
of  the  roads.  An  average  of  $1,000  per  mile  seems  to  be  enough  for 
this  purchase;  some  are  worth  more,  others  less.  If  another  $1,000 
per  mile  is  added  to  put  the  roads  in  first-rate  condition  the  total  cost 
to  the  state  would  be  little  less  than  $1,000,000.  If  3  per  cent  bonds 
were  issued  for  this  sum,  $50,000  maturing  each  year,  and  if  $125  a 
mile  is  allowed  annually  for  maintenance,  the  cost  would  be  $142,125 
the  first  year,  gradually  diminishing  to  $113,625  at  the  end  of  20 
years.  The  first  year's  expense  would  be  about  the  present  cost  to 
the  people,  and  at  the  end  of  thirty  years,  the  people  would  own  the 
roads  and  their  maintenance  thereafter  need  not  cost  more  than 
$62,125  a  year,  that  is,  a  saving  of  $78,000  a  year.  This  would  be  a 
very  advantageous  use  of  the  state  funds. 

1  An  attempt  was  made  to  make  a  full  investigation  of  the  toll  roads  of 
the  state  after  the  manner  of  the  investigation  of  1818  (see  pp.  172-174), 
and  a  list  of  questions  given  on  page  42  was  sent  to  all  the  turnpike 
companies  with  the  assurance  that  no  information  contained  in  the  answers 
would  be  made  public  except  as  a  summary  of  all  the  roads.  Only  a  few 
answers,  and  those  in  general  from  the  smaller  companies,  were  returned. 
It  has  therefore  been  necessary  to  collect  the  information  here  given  from 
other  sources. 


INDEX. 


A. 

Abrasion  test  of  road-metals,  320. 

Act  of  Assembly,  29,  111,  112,  113, 
115,  116,  117,  119,  120,  122,  123, 
124,  126,  140,  141,  142,  143,  144, 
149,  150,  151,  153,  154,  155,  156, 
157,  163,  164,  166,  174,  178. 

Adams,  H.   B.,   cited,  179,  180. 

Adjustment  of  highways  to  topogra- 
phy, 61,  62. 

Administration  of  roads,  331,  333, 
417. 

Administration  of  roads  in  Europe, 
383,  417. 

Administration  of  roads  in  Mary- 
land, 333. 

Administration  of  roads  in  other 
states,  343. 

Administration,  saving  in  expense 
of,  426. 

Advantages  of  good  roads,  395,  397. 

Alabama,  administration  of  roads 
in,  343. 

Allentown,  road  to,  244. 

Allegany  county,  57,  69,  214. 

Allegany  county,  cost  of  roads  and 
bridges  in,  216. 

Allegany  county,  commissioners  of, 
216. 

Allegany  county,  early  road-tax  of, 
149. 

Allegany  county,  highway  condi- 
tions in,  214. 

Allegany  county,  rainfall  in,  69. 

Allegany  county,  sandstone  of,  100. 

Allegany  county,  temperature  in, 
65. 

Alleghany  Front,  60,  98. 

Alleghany  Plateau,  58,  60. 

Alleghany  Plateau,  drainage  of,  60. 

Alleghany  Ridges,  58,  59. 

Amendment  to  constitution,  neces- 
sary, 46. 

American  consuls,  reports  of,  on 
foreign  roads,  399. 


Amount  in  tons  per  horse  hauled, 
210,  405. 

Annapolis,  244. 

Anne  Arundel  county,  52,  53,  216. 

Anne  Arundel  county,  cost  of  roads 
and  bridges  in,  217. 

Anne  Arundel  county,  County  Com- 
missioners of,  217. 

Anne  Arundel  county,  gravels  of, 
101. 

Anne  Arundel  county,  highway  con- 
ditions of,  216. 

Anne  Arundel  county,  early  high- 
way laws'  of,  147. 

Anne  Arundel  county,  level  of,  193. 

Anne  Arundel  county,  marls  of,  103. 

Anne  Arundel  county,  precipitation 
in,  69. 

Anne  Arundel  county,  roads  "  as- 
certained"  (1734),  123. 

Antietam  creek,  207. 

Appalachian  mountains,  effect  on 
climate  of,  63. 

Appalachian  Region,  50,  57,  192. 

Appalachian  Region,  central  divi- 
sion of,  58,  60. 

Appalachian  Region,  eastern  divi- 
sion of,  58. 

Appalachian  Region,  highways  of, 
60. 

Appalachian  Region,  limestones  of, 
97. 

Appalachian  Region,  rocks  of,  as 
road-materials,  94. 

Appalachian  Valley,  69. 

Appropriation,  Federal,  to  Na- 
tional Road,  184. 

Appropriations  for  repairs  of  early 
roads,  144. 

Arkansas,  administration  of  roads 
in,  344. 

Ashton,  iron-furnaces  located  at, 
294. 

Austria,  administration  of  roads  in, 
383. 


442 


INDEX 


Automatic  screens,  306. 

Automobiles,    412. 

Average   depth    of  snow   in   inches 

(table),  74. 
Average    hauling    distance    in    the 

counties   (table),  208. 
Average  maximum  hauling  distance 

(table),  209. 

B. 

Backbone  mountains,  60,  69. 

Bacon's  Laws  of  Maryland,  cited, 
119,  120,  122,  124,  125. 

Baltimore,  50,  55,  73,  83,  200,  201, 
203,  219. 

Baltimore,   Commissioners  of,   325. 

Baltimore,  Department  of  Parks, 
258. 

Baltimore  and  the  turnpikes,  175. 

Baltimore,  early  market  of,  176. 

Baltimore,  elevation  at,  53. 

Baltimore,  fluctuations  in  annual 
precipitation  at>  73,  74. 

Baltimore,  population  of  (1825), 
175,  176. 

Baltimore  county,  45,  52,  55,  85,  217. 

Baltimore  County  Agricultural  So- 
ciety, 44,  45. 

Baltimore  county,  convict  labor  in, 
154. 

Baltimore  county,  cost  of  roads  and 
bridges  in,  220. 

Baltimore  county,  cost  of  turnpikes 
of,  in  1791,  164,  165. 

Baltimore  county,  County  Commis- 
sioners of,  220. 

Baltimore  county,  early  highway 
laws  of,  147. 

Baltimore  county,  early  records  of 
roads  in,  116. 

Baltimore  county,  early  road-tax 
of,  149. 

Baltimore  county,  early  turnpikes, 
164. 

Baltimore  county,  gravels  of,  101. 

Baltimore  county,  highway  condi- 
tions of,  217. 

Baltimore  county,  laws  regarding 
roads,  334. 

Baltimore  county,  marbles  in,  92. 

Baltimore  county,  precipitation  in, 
69. 

Baltimore  county,  turnpikes  of,  163, 
218. 


Baltimore  and   Ohio   Railroad,    133, 

177,   238. 
Baltimore    and    Bel    Air    Turnpike, 

176. 

Baltimore    and    Cumberland    turn- 
pike, 207,  214,  215,  252. 
Baltimore  and   Frederick   Turnpike 
Road,  155,  167,  170,  172,  173,  176, 
238. 

Baltimore     and     Havre     de     Grace 
Turnpike,  175,  176. 

Baltimore    and    Reisterstown    turn- 
pike, 155,  167,  200. 

Baltimore   and   Strasburg  Turnpike 
Company,  172. 

Baltimore    and    Washington    Turn- 
pike Company,   172,   176. 

Baltimore  and  York  Town  Turnpike 
Road,  167,  173,  176. 

Banks,    connection    of    with    turn- 
pikes, 171,  174. 

Bare  Hills,  85. 

Bank  Road,  see  Cumberland  Turn- 
pike Road. 

Bauer,  L.  A.,  7. 

Bavier,  cited,  391. 

Beaver  Dam  Marble  Company,  45. 

Beginnings   of   highways   in   Mary- 
land, 109. 

Bel  Air,  237. 

Bel     Air    and     Philadelphia     Post- 
Road,  155. 

Bel  Air  Road,  83. 

Bel  Air  Road  League,  237. 

Belgium,    value   of    good   roads   in, 
399. 

Benefits,  indirect,  due  to  good  roads, 
412. 

Betterton,  improved  road  near,  241. 

Bibliography  of  highway  literature, 
311. 

Bicycles,  412. 

Bladensburg,  246. 

"  Blind  "  side-drains,  275. 

Blome,  R.,  cited,  125. 

Blue  Ridge  mountain,  58,  69,  95. 

Bohemia   Manor,   grant  of,   117. 

Bonsteel,  J.  A.,  32. 

Boonsboro,  252. 

Boston,  good  roads  of,  412. 

Braddock's  Expedition,  135. 

Braddock's     Orderly     Book,     quota- 
tion from,  135. 

"  Braddock's  Road,"  134. 


INDEX 


443 


Breakers,  198. 

Breaking  stone,  199. 

Bridges,  85,  205,   206,  207,   208,  222, 

292,  339. 
Bridges,  cost  of  in  Allegany  county, 

216. 
Bridges,   cost  of   in  Anne   Arundel 

county,  217. 
Bridges,  cost  of  in  Baltimore  county, 

220. 
Bridges,  cost  of  in  Calvert  county, 

221. 
Bridges,  cost  of  in  Caroline  county, 

223. 
Bridges,  cost  of  in  Carroll  county, 

225. 

Bridges,  cost  of  in  Cecil  county,  227. 
Bridges,  cost  of  in  Charles  county, 

229. 
Bridges,  cost  of  Dorchester  county, 

230. 
Bridges,      cost      of     in      Frederick 

county,   233. 
Bridges,  cost  of  in  Garrett  county, 

236. 
Bridges,  cost  of  in  Harford  county, 

238. 
Bridges,  cost  of  in  Howard  county, 

240. 

Bridges,  cost  of  in  Kent  county,  241. 
Bridges,    cost    of    in    Montgomery 

county,  244. 
Bridges,  cost  of  in  Prince  George's 

county,   245. 
Bridges,    cost   of   in   Queen   Anne's 

county,  247. 
Bridges,  cost  of  in  St.  Mary's  county, 

248. 
Bridges,  cost  of  in  Somerset  county, 

249. 
Bridges,   cost  of  in  Talbot  county, 

251. 
Bridges,     cost    of    in    Washington 

county,  254. 

Bridges,    law    regarding,     in    Dor- 
chester county,  340. 
Bridges,  necessity  for,  340. 
Bridges,  ordered  to  be  constructed, 

1694,  117. 
Briquettes,  323. 
Broad  Branch,  gravels  at,  86. 
Broad  tires  on  wagons,  297,  434. 
Broken  stone,  thickness  of,  282. 
Bryan,  A.,  cited,  175. 


Bryantown,  228. 
Building  of  towns,  125. 
Burroughs,  Edward,  cited,  400. 
Burnt  clay,   preparation  of,  295. 
Burnt  clay,   use   of   on   roads,   105, 

277,  295. 
Byrne,    A.   J.,   cited,    268,   269,    270, 

404. 

O. 

Cabin    John    Creek,    bridge    across, 

85,  207. 
Calcareous  rocks,  as  road-materials, 

91. 
Calhoun,    and    the    National    Road, 

181,   184. 
California,  administration  of  roads 

in,  344. 

California,  convict  labor  in,  382. 
Calvert  county,  52,  221. 
Calvert   county,   cost  of  roads   and 

bridges  in,  221. 

Calvert    county,    County    Commis- 
sioners of,  221. 
Calvert    county,    early    records    of 

roads  in,  115. 
Calvert    county,    elevations    in,    53, 

193. 
Calvert  county,  highway  conditions 

in,  221. 

Calvert  county,  marls  of,  103. 
Calverton,  125. 
Cambrian  limestones,  97. 
Cambridge,  229,  230,  231. 
Canada,  Governor  of,  133. 
Canal  between  Chesapeake  and  Del- 
aware bays,  proposed,  139. 
Canal  and  Railroad,  rise  of,  177. 
Canal,  Chesapeake  and   Ohio,  177. 
Canal  schemes,   139. 
Canandaigua  county,  N.  Y.,  increase 

of  land-values  in,  402. 
Carboniferous   limestones,   97,  99. 
Carlisle,  first  wagon  at,  132. 
Carnan,  John,  130. 
Carolinas,   drainage   of,   53. 
Caroline  county,  51,  206,  221. 
Caroline  county,  cost  of  roads  and 

bridges  in,  223. 
Caroline    county,    establishment    of 

roads  in,  146. 
Caroline  county,  highway  conditions 

in,  221. 


444 


INDEX 


Caroline  county,  laws  of,  regarding 
working  on  roads,  336. 

Caroline  county,  precipitation  in, 
69. 

Caroline  county,  road  maps  of, 
222,  341. 

Carroll  county,  55,  223. 

Carroll  county,  cost  of  roads  and 
bridges  in,  225. 

Carroll  county,  County  Commis- 
sioners of,  225. 

Carroll  county,  crystalline  lime- 
stone in,  92. 

Carroll  county  diabase  in,  86. 

Carroll  county,  highway  conditions 
in,  223. 

Carroll  county,  sandstone  in,  91. 

Carroll  county,  turnpikes  in,  224. 

Castleman  river,  60. 

Castleman  river,  arch  over,  207. 

Catoctin  Creek,  »6. 

Catoctin  Mountain,  54,  56,  57,  58, 
95,  231. 

Catoctin  schist,  95. 

Caton,  Richard,  report  of,  170. 

Catonsville,  elevation  at,  55. 

Cecil  county,  51,  226. 

Cecil  county,  cost  of  roads  and 
bridges  in,  227. 

Cecil  county,  County  Commission- 
ers of,  227. 

Cecil  county,  early  road-tax  in, 
149. 

Cecil  county,  elevations  in,  52. 

Cecil  county,  gravels  of,  101. 

Cecil  county,  highway  conditions  in, 
226. 

Cecil  county,  laws  for  early  high- 
ways of,  148. 

Cecil  county,  peridotite  of,  85. 

Cecil  county,  roads  "  ascertained  " 
(1710),  123. 

Cecil  county  roads,  early  history 
of,  118. 

Cecilton,  228. 

Central  Maryland,  surface  of,  193. 

Central  and  Western  Appalachian 
District,  rocks  of,  as  road-ma- 
terials, 96. 

Centreville,  246. 

Cementation  test,  description  of,  323. 

Cementation  test  of  road-metals, 
322. 


Cementation  test,  Page  Machine  for, 
323. 

Character  of  investigations,  30. 

Charles  county,  52,  228. 

Charles  county,  cost  of  roads  and 
bridges  in,  229. 

Charles  county,  County  Commis- 
sioners of,  229. 

Charles  County  Court,  records  of, 
cited,  120. 

Charles  county,  early  records  of 
roads  of,  115. 

Charles  county,  elevation  in,  53. 

Charles  county,  gravels  of,  102. 

Charles  county,  highway  conditions 
in,  228. 

Charles  county,  marls  of,  103. 

Charles  county,  precipitation  in, 
69. 

Charles  county,  roads  "  ascertain- 
ed "  in  (1697),  122. 

Charles  county,  supervisors  of,  336. 

Charlestown,  228 

Chase,  shell  road  at,  203,  219. 

Chesapeake  Bay,  51,  52,  63,  102,  109. 

Chesapeake  Bay,  influence  on  cli- 
mate of,  63. 

Chesapeake  City,  226,  228. 

Chesapeake  and  Ohio  Canal,  133, 
177. 

Chester  river,  52. 

Chestertown,  241. 

Chestertown,  roads  leading  to,  240. 

Chevalier,  ,  quoted,  139. 

Choptank  river,  52. 

Choptank  river,  bridge  across,  206, 
222. 

Church  Creek,  road  near,  229. 

Church  Hill,  road  at,  246. 

Churchville,  improved  road  near, 
237. 

Churchville  Road-League,  237. 

Circuit  Court,  right  of  appeal  to, 
334. 

City  Commissioners  of  Baltimore, 
325. 

Clark,  Wm.  Bullock,  7,  9,  23,  24,  27, 
29,  30,  31,  47,  49,  192. 

Classification  of  roads,  216,  289,  342, 
384,  389,  392,  420. 

Clay,  Henry,  and  the  National  Road, 
181,  186. 

Clay  as  road-material,  103. 

Clifton,  Wm.,  130. 


INDEX 


445 


Climate,  general  effect  of,  on  roads, 
76. 

Climate  and  highway  construction 
In  Maryland,  63. 

Coal  measures,  100. 

Coastal  Plain,  50,  51. 

Coastal  Plain  deposits  as  road-ma- 
terials, 101. 

Coastal  Plain  Division,  32. 

Coastal  Plain,  eastern  division  of, 
51. 

Coastal  Plain,  gravels  of,  102,  202. 

Coastal  Plain,  western  division  of, 
52.. 

Cockeysville,  89. 

Collis,  Christopher,  road-map  of, 
156. 

Colonization  of  Maryland,  179. 

Colorado,  administration  of  roads 
in,  346. 

Columbia  gravels  as  road-materials, 
102. 

Commercial  growth  and  the  "  West- 
ward Movement,"  125. 

Commission,  5. 

Commission,  State  Highway,  ad- 
vantages of,  426. 

Condition  of  Maryland  highways, 
187,  189. 

Conduit  Road,  bridge  on,  85,  207. 

Conglomerate  (Triassic),  as  road- 
material,  93. 

Connecticut,  Highway  Commission 
of,  31. 

Connecticut,  administration  of  roads 
in,  346. 

Conowingo,  gabbro  near,  83. 

Conococheague  river,  207. 

Constitution,  amendment  to,  nec- 
essary, 46. 

Construction  and  repair  of  roads, 
263,  265. 

Construction  of  roads,  use  of  oil 
in,  296,  297. 

Contents,  11. 

Convict  labor  on  roads,  154,  155, 
337,  349,  372,  376,  380,  381,  382. 

Corporations,  rights-of-way  of,  343. 

Correspondence,  33. 

Cost  of  hauling,  211,  408. 

Cost  of  roads,  419. 

County  Commissioners,   189. 

County  Commissioners,  letter  to,  34. 


County  Commissioners  of  Allegany 
county,  215,  216. 

County  Commissioners  of  Anne 
Arundel  county,  217. 

County  Commissioners  of  Baltimore 
county,  220. 

County  Commissioners  of  Calvert 
county,  221. 

County  Commissioners  of  Caroline 
county,  223. 

County  Commissioners  of  Carroll 
County,  225. 

County  Commissioners  of  Cecil 
county,  227. 

County  Commissioners  of  Charles 
county,  229. 

County  Commissioners  of  Dor- 
chester county,  230. 

County  Commissioners  of  Frederick 
county,  233. 

County  Commissioners  of  Garrett 
county,  235. 

County  Commissioners  of  Harford 
county,  238. 

County  Commissioners  of  Howard 
county,  239. 

County  Commissioners  of  Montgom- 
ery county,  243. 

County  Commissioners  of  Prince 
George's  county,  245. 

County  Commissioners  of  Queen 
Anne's  county,  246. 

County  Commissioners  of  St. 
Mary's  county,  248. 

County  Commissioners  of  Somerset 
county,  249. 

County  Commissioners  of  Talbot 
county,  251. 

County  Commissioners  of  Washing- 
ton county,  254. 

County  Commissioners  of  Wicomico 
county,  255. 

County  Commissioners  of  Worces- 
ter county,  256. 

County  Commissioners,  powers 
given  to,  271 

County  Courts,  extension  of  the 
powers  of,  153. 

County  legislation,  150,  151,  152. 

Cove  Point,  53. 

Cox's  Station,  road  near,  228. 

Cresap,  Thomas,  133. 

Cretaceous  marls  as  road-material, 
103. 


446 


INDEX 


Crude  petroleum  as  road-material, 
105. 

Crystalline  limestone,  as  road- 
material,  92. 

Crisfleld,  road  to,  203. 

Crown,  description  of,  284. 

Cross-drains,  description  of,  273. 

Crushing  test  of  road-metals,  322. 

Crushing-plant,  307. 

Crushing  stone,  cost  of,  306. 

Culvert,  pipe,  274. 

Culvert,  stone,  274. 

Cumberland,  59,  98,  99,  192,  216,  258. 

Cumberland  Road,  appropriation 
for,  184. 

Cumberland  Turnpike  Road,  con- 
struction of,  171,  172. 

Cumberland  Road,  President  of, 
cited,  438. 

D. 

Dan's  Mountain,  60. 

Darlington,  road  near,  237.  • 

Darlington,  Road-League  of,  237. 

Davis,  Meredith,  126. 

Dawsonville,  grades  at,  242. 

Decomposition,  chemical,  of  road- 
metals,  318. 

Delaware,  51,  52,  69. 

Delaware,  administration  of  roads 
in,  348. 

Delaware,  precipitation  in,  69. 

Deval  Machine,  description  of,  320, 
321. 

Denton,  shell  road  at,  222. 

Development  of  Northern  Maryland, 
131. 

Development  of  turnpikes  in  Mary- 
land, 162. 

Devonian  limestones,  99. 

Deer  Creek,  quartzite,  90. 

Deer  Park,  234. 

Denston's  Dams,  road  to,  140. 

Diabase,  as  road-material,  86,  233, 
327. 

Dickinson,  Jonathan,  cited,  128. 

Dinwiddie,  Governor,  134. 

Diorite,  as  a  road-material,  85,  327. 

Dirt  roads,  197. 

Dirt  roads,  grading  of,  268. 

Ditches,  272,  275. 

Ditches,  sod  in,  272. 

Dorchester  county,  51,  229. 


Dorchester  county  bridges,  law  re- 
garding, 340. 

Dorchester  county,  cost  of  roads  and 
bridges  in,  230. 

Dorchester  county,  County  Commis- 
sioners of,  230. 

Dorchester  county,  highway  condi- 
tions in,  229 

Dorchester  county,  law  in,  regarding 
drainage,  339. 

Dorchester  county,  precipitation  in, 
69. 

Dorsey's  Corner,  224. 

Dover  Bridge,  206. 

Dover  Bridge,  construction  of,  208, 
222. 

Drainage,  271. 

Drainage  in  Dorchester  county,  law 
regarding,  339. 

Drainage  in  Somerset  county,  law 
regarding,  339. 

Drainage  and  road-repairs,  338. 

Droughts,  effect  on  roads,  77. 

Dublin,  road  near,  236. 

Dulany,  Daniel,  128. 

Dulaney's  Valley,  55. 

Dunbar,  Col.,  135,  136. 

Durand-Claye,  cited,  385,  410,  419. 

Dust,  cementing  power  of,  323. 

E. 

Early  Mail-Route,  118. 

Early  roads,  110. 

Early  road-laws,  140." 

Early  "  Rolling  Roads,"  123. 

Early  turnpikes,  162. 

East  Newmarket,  230. 

Eastern  Appalachian  District,  rocks 
of,  as  road-materials,  94. 

Eastern  avenue,  shell  road  on,  203. 

Eastern  Shore,  51,  202. 

Eastern  Shore,  condition  of  roads 
of,  195. 

Eastern  Shore,  gravels  of,  102. 

Eastern  Shore,  characteristic  topog- 
raphy of,  250. 

Eastern  Shore,  hauls  on,  210. 

Eastern  Shore,  sands  of,  211. 

Easton,  roads  near,  250. 

Economies  effected  by  good  roads, 
404. 

Eddis,  -     — ,  cited,  157. 

Edmondson  avenue,  200. 

Electric  roads,  436. 


INDEX 


447 


Ellicott  City,  quarry  at,  89. 
Elkridge,   iron-furnaces   located   at, 

294. 

Elkridge  Landing,  217. 
Elkridge,  "  rolling  road  "  at,  124. 
Elk  Ridge  Mountains,  58,  196. 
Elkton,  226,  227,  228. 
Elliott,  Jonathan,  170,  207. 
Ely,  Richard  T.,  cited,  399,  406. 
Embankments,  settlement  of,  279. 
Emmitsburg,  234. 
Emmitsburg,  diabase  near,  86. 
Engineers,  skilled,  needed,  415,  418, 

421. 
England,  administration  of  roads  in, 

393. 

England,  load  per  horse  in,  405. 
England,  road-legislation  of,  111. 
England,  toll-roads  of,  437. 
England,    value   of   good   roads    in, 

399. 

Eocene  marls  as  road-material,  103. 
Europe,     road-administration,     211, 

383. 

Evans,  map  of,  129. 
Evitt's  Creek,  59. 
Exemption    from    highway    service, 

124. 

Expert  assistance,  33. 
Extension    of    the    powers    of    the 

County  Courts,  153. 

P. 

Falls  Turnpike  Company,  169,  170. 

Falls  turnpike,  report  on,  in  1807, 
170. 

Farmers  of  Maryland,  letter  to,  37. 

Farm-lands,  acreage  of,  409. 

Ferries  "  ascertained,"  123. 

Ferries,  distances  to,  130,  131. 

Ferries,  early  laws  regarding,  111, 
116. 

Ferries,  establishment  of,  111,  128. 

Fines  for  altering  roads,  120. 

Finksburg,  road  near,  225. 

Fisher,  Father  Philip,  quoted,  110. 

Florida,  administration  of  roads  in 
349. 

Florida  East  Coast  Railroad,  first 
to  use  oil  on  roads,  296. 

Forces  to  be  withstood  by  a  road- 
metal,  317. 

Fork,  road  at,  44,  219. 

Forest  Hill,  85. 


Forest,  effect  of  on  roads,  79. 

Fort  Cumberland,  road  to,  137. 

Fort  Du  Quesne,  capture  of,  137. 

Fort  Frederick,  road  from,  137. 

Foundation,  preparation  of,  276. 

Fox,  George,  cited,  113. 

France,  administration  of  roads  in, 
384,  417. 

France,  investigation  of  roads  in, 
432. 

France,  load  per  horse  in,  405. 

Franklin,  B.,  aid  of,  to  Washing- 
ton, 136. 

Free  School,  road  from,  140. 

Frederick,  elevation  at,  56. 

Frederick  and  Harper's  Ferry 
Turnpike,  175. 

Frederick  and  Woodsboro  turnpike, 
231. 

Frederick  city,  56,  200,  231,  232,  234. 

Frederick  county,  55,  57,  58,  231. 

Frederick  county,  cost  of  roads  and 
bridges  in,  233. 

Frederick  county,  County  Commis- 
sioners of,  233. 

Frederick  county,  crystalline  lime- 
stone in,  92. 

Frederick  county,  diabase  in,  86. 

Frederick  county,  establishment  of, 
126. 

Frederick  county,  highway  condi- 
tions in,  231. 

Frederick  county,  laws  for  early 
highways  of,  147. 

Frederick  county,  road-laws  in,  334. 

Frederick  county,  sandstone  in,  91. 

Frederick  county,  turnpikes  in,  232. 

Frederick  Road,  report  on,  in  1807, 
170. 

Frederick,  turnpikes  near,  231. 

Frederick  Valley,  55,  93. 

French  and  Indian  War,  133. 

French  roads,  table  of,  385. 

Friendsville,  side-hill  road  at,  234. 

Frost,  effect  on  roads,  77,  318.. 

Frostburg,  appropriation  for,  216. 

Fry,  Joshua,  134. 

Fry  and  Jefferson,  map  of,  129. 

Furnace-slag  as  road-material,  105. 

G. 

Gabbro,  as  road-material,  83,  327. 
Gabbro-diorite,   as  a   road-material, 
83,  327. 


448 


INDEX 


Gabbro-schist,  83,  327. 

Galena,  improved  roads  of,  240. 

Gallatin,  Albert,  and  the  National 
Road,  181. 

Gallatin's  report  on  turnpikes,  170. 

Gambert,  road  from,  225. 

Garrett  county,  57,  60,  192,  207,  234. 

Garrett  county,  cost  of  roads  in, 
236. 

Garrett  county,  County  Commis- 
sioners of,  235. 

Garrett  county,  highway  conditions 
in,  234. 

Garrett  county,  sandstone  in,  100. 

Garrett  county,  temperature  in,  65. 

Gates,  Guide-boards  and  Bridges, 
339. 

General  Assembly,  petition  to,  114. 

General  Assembly,  report  to,  45. 

General  considerations  regarding 
the  importance  of  state  high- 
ways, 413. 

General  legislation,  153. 

General  outline  of  highway  condi- 
tions, 192. 

Gettysburg  granite,  233. 

Germany,  administration  of  roads 
in,  389. 

Germany,  load  per  horse-  in,  405. 

Geology,  Maryland,  in  relation  to 
highway-construction,  80. 

Geological  Survey  Commission,  29. 

George's  Creek  Valley,  60. 

Georgia,  administration  of  roads  in, 
349. 

Georgia,  convict  labor  in,  349,  382. 

Georgetown,  85. 

Gibson  (ed.),  cited,  127,  131,  132. 

Gilman,  Daniel  C.,  5. 

Gist,  Christopher,  133,  177. 

Gneiss  as  road-material,  87,  328. 

Goldsborough,  Governor  Charles, 
report  of,  172,  173,  438. 

Goldsborough,  Phillips  Lee,  5. 

Good  roads,  395,  397,  399,  402  404 
412. 

Gormania,  road  near,  234. 

Governors  of  other  states,  letter  to, 
43. 

Grades,  reduction  of,  201,  268. 

Grading,  268. 

Graham,  Robert  P.,  26. 

Granitic  rocks  as  road-materials,  87, 
95. 


Granite  as  road-material,  88,  328. 

Granite,  quarries  at,   89. 

Gravels  as  road-materials,  86,  101, 
102. 

Gravel  roads,  202,  291. 

Greater  Appalachian  Valley,  58. 

Great  Britain,  administration  of 
roads  in,  417. 

Greatest  and  least  monthly  and  an- 
nual rainfalls,  73. 

Great  Valley,  58,  97,  98. 

Greenbrier  limestone,  97. 

Greenbrier  limestone  as  road-ma- 
terial, 98. 

Green  Ridge,  59. 

Greensboro,  road  to,  222. 

Green  Spring  Valley,  55,  90. 

Griffith's  map  of  Maryland,  156. 

Guard-rails,  434. 

Gulf  of  Mexico,  60. 

Guide-boards,  212,  339. 

Guilford,  quarry  at,  89. 

"  Gunpowder  Hundred,"  overseers 
of,  presented,  116. 

Gunpowder  Neck,  236. 

Gunpowder  river,  53,  55. 

H. 

Hagerstown,  58,  200,  252. 
Hagerstown,  elevation  at,  58. 
Hagerstown  Valley,  58,  59,  252. 
Halkett,  Sir  Peter,  135. 
Hall's  station,  244. 
Hamilton,  Alexander,  180,  181. 
Hamburg,  John,  133. 
Hancock,  98. 

Hanover  turnpike,   abandoned,   223. 
Hardships  of  travel,  113. 
Harford  county,  52,  55,  236. 
Harford  county,   cost  of  roads  and 

bridges  in,  238. 

Harford    county,    County    Commis- 
sioners of,  238. 
Harford  county,  highway  conditions 

in,  236. 
Harford    county,     improvement    in 

early  roads  in,  146. 
Harford  county,  peridotite  and  py- 

roxenite  of,  85. 

Harford  county,  quartzite  in,  90. 
Harford   county,    Road-Leagues    of, 

237. 
Harford  county,  "  rolling  roads  "  of, 

124. 


INDEX 


449 


Harford  county,  turnpikes  in,  237. 

Harford  county,  Woolsey  bequest, 
428. 

Harford  Furnace,  iron-furnace  lo- 
cated at,  294. 

Harper's  Ferry,  96. 

Harrison,  E.  G.,  44,  219,  237,  403. 

Harvy-Town,  125. 

Hauling,  cost  of,  211,  408. 

Hauling  distances,  208,  209,  210. 

Hauling  distance  in  counties,  aver- 
age (table),  208. 

Hauling  distance,  average  maxi- 
mum (table),  209. 

Hazard, ,  cited,  113,  117. 

Helderberg  limestone,  97. 

Helderberg  limestone  as  road-ma- 
terial, 98,  327. 

Hening's  Statutes,  111,  128. 

Herrington,  125. 

Herrman,  Augustine,  109,  113,  139. 

Herrman  and  the  roads  of  Cecil 
county,  117. 

Hermen   [Herrman],  Casparus,  118. 

Highest  recorded  temperatures,  67. 

Highway  commissions,  31,  43,  259, 
282,  286,  298,  312,  321,  323,  324, 
345,  346-348,  354-357,  359,  362, 
365,  366-368,  369-370,  374-375,  377, 
408,  417,  426,  431,  434. 

Highway  commission,  appointment 
of,  422. 

Highway  conditions  in  the  counties, 
213. 

Highway  conditions  in  the  counties, 
summary,  25t5. 

Highway  conditions  in  Allegany 
county,  214. 

Highway  conditions  in  Anne  Arun- 
del  county,  216. 

Highway  conditions  in  Baltimore 
county,  217. 

Highway  conditions  in  Calvert 
county,  221. 

Highway  conditions  in  Caroline 
county,  221. 

Highway  conditions  in  Carroll 
county,  223. 

Highway  conditions  in  Cecil  county, 
226. 

Highway  conditions  in  Charles 
county,  228. 

Highway  conditions  in  Dorchester 
county,  220. 


Highway    conditions    in    Frederick 

county,  231. 
Highway     conditions     in     Garrett 

county,  234. 
Highway     conditions     in     Harford 

county,  236. 
Highway     conditions     in     Howard 

county,  238. 
Highway  conditions  in  Kent  county, 

240. 
Highway  conditions  in  Montgomery 

county,  241. 
Highway      conditions      in      Prince 

George's  county,  244. 
Highway      conditions      in      Queen 

Anne's  county,  246. 
Highway   conditions   in   St.    Mary's 

county,  247. 
Highway    conditions    in    Somerset 

county,  249. 
Highway      conditions      in      Talbot 

county,  250. 
Highway  conditions  in  Washington 

county,  251. 
Highway    conditions    in    Wicomico 

county,  254. 
Highway    conditions    in   Worcester 

county,  255. 

Highway    conditions,    general    out- 
line of,  192. 
Highway  construction  of  early  days, 

112. 
Highway     construction,     Maryland 

climate  in  relation  to,  63. 
Highway     construction,     Maryland 

geology  in  relation  to,  80. 
Highway  construction,  relations  of 

Maryland    topography,    climate 

and  geology  to,  47,  49. 
Highway     construction,     Maryland 

topography  in  relation  to,  49. 
Highway  correspondence,  33. 
Highway  Division  of  Maryland  Geo- 
logical Survey,  establishment  of, 

29. 
Highway    Division,    description    of 

laboratory  of,  326. 
Highway    investigations,    organiza- 
tion and  conduct  of,  28,  29. 
Highway  legislation,  29,  46,  111,  124, 

138,   140,   146,   147,   148,  150,  151, 

156,  167,   168,  178,  333,  334,  336, 

337,  339,  340,  343. 


450 


IXDEX 


Highway  legislation  of  early  days, 
111. 

Highway  officers,  letter  to,  43. 

Highway  service,  exemption  from, 
124. 

Highways,  specifications  for,  45. 

Hodgson,  Robert,  stage-line  cf,  158. 

Holland,  Chas.  F.,  decision  of,  re- 
garding working  on  roads,  336. 

Holmes,  J.  A.,  cited,  380. 

Hoop  Pole  Ridge  Road,  192,  224. 

Horses,  number  of  in  proportion  to 
population,  404. 

Horses,  saving  of,  by  good  roads, 
404. 

Howard  county,  55,  69,  85,  238. 

Howard  county,  County  Commis- 
sioners of,  239. 

Howard  county,  cost  of  roads  and 
bridges  in,  240. 

Howard  county,  highway  conditions 
of,  238. 

Howard  county,  land-values  in,  403. 

Howard  county,  supervisor  of,  336. 

Howard  county,  turnpikes  in,  239. 

Hunting  Creek,  road  from,  to  Dover, 
140. 

Hunting  Hill,  road-material  at,  243. 

Hyattsville,  appropriation  for,  246. 

I. 

Idaho,  administration  of  roads  in, 
349. 

Illinois,  administration  of  roads  in, 
349. 

Illinois,  use  of  burnt  clay  on  roads 
in,  295. 

Improvement,  some  suggestions  re- 
garding road-,  432. 

Incorporation  law,  general,  of  1868, 
178. 

Indiana,  administration  of  roads  in, 
351. 

Indiana,  increase  in  land-values  in, 
402. 

Indirect  benefits,  due  to  good  roads, 
412. 

Instructions  to  supervisors,  196. 

Internal  Improvement  and  Later 
Highway  Legislation,  138. 

Investigations  in  Maryland,  char- 
acter of,  30. 

Iowa,  administration  of  roads  in, 
351. 


Ireland,  administration  of  roads  in, 

394,  417. 
Italy,  load  per  horse  in,  405. 

J. 

Jamaica,  N.  Y.,  strength  of  roads  in, 

286. 
Jefferson,  Thos.,  message  of,  cited, 

184. 

Jenks,  J.  W.,  cited,  389. 
Johnson,  Arthur  Newhall,  7,  24,  31, 

44,  105,  106,  187,  189,  263,  265. 
Johnson,  Geo.,  cited,  117,  118. 
Juniata  sandstone  as  road-material, 

99. 

K. 

Kansas,  administration  of  roads  in, 

352. 

Kent  county,  51,  240. 
Kent    county,    cost    of    roads    and 

bridges  in,  241. 
Kent    county,    highway    conditions 

in,  240. 

Kent  county,  early  road-tax  in,  149. 
Kent  county,  marls  in,  103. 
Kerr,  Joseph,  184. 
Kingsville,  road  near,  219. 
Knoxville  and  Brunswick  road,  231. 

L. 

Labor  and  material,  table  showing 

cost  of,  309. 
Labor,  table  of  price  paid  per  day 

and  material  used,  308. 
Laborers,  on  roads,  335. 
Laboratory    of   the    Highway   Divi- 
sion, description  of,  326. 
Lafayette  gravels  as  road-materials, 

102. 
Land-values,   increase   in,   400,   402, 

403. 

La  Plata,  road  to,  228. 
Latta,  W.  C.,  cited,  401. 
Laurel,  83,  246. 
Laurel  Hill,  60. 
Law   of   1704   and   its   supplements, 

119. 

Laws  regarding  bridges,  340. 
Laws     regarding     construction     of 

early  roads,  141. 
Laws     regarding     early     turnpikes, 

167,  168. 


INDKX 


451 


Laws  regarding  opening  and  clos- 
ing of  roads,  333. 

Laws  regarding  single  roads,  140. 

Laws  regarding  turnpike  companies, 
343. 

League  of  American  Wheelmen,  30. 

Legislation,  early  highway,  111,  140. 

Legislation  for  groups  of  roads,  143. 

Legislation,  general,  153. 

Legislation,  penal,  and  the  roads, 
154. 

Legislation  proposed,  46. 

Legislation,  reaction  toward  sepa- 
rate, 150. 

Legislation,  results  of,  156. 

Legislation  for  separate  counties, 
146. 

Legislation,  turnpike,  178. 

Lee,  Richard  Henry,  139. 

Lee,  Thomas,  133. 

Letter  to  Boards  of  County  Com- 
missioners, 34. 

Letter  to  the  farmers  of  Maryland, 
37. 

Letter  to  the  governors  of  other 
states,  43. 

Letter  to  highway  officers,  43. 

Letter  to  the  newspapers  of  Mary- 
land, 36. 

Letter  to  the  presidents  of  turnpike 
companies,  40. 

Leonard,  A.  G.,  work  of,  32. 

Levy  of  counties,  table  showing, 
257. 

Liberty  road,  convict  labor  on,  155. 

Liberty  and  Woodsboro  turnpike, 
231. 

Limestones  of  Appalachian  Region, 
97. 

Limestone  as  road-material,  92,  93, 
97,  98,  99,  328. 

Load,  grade  and  surface,  table 
showing  relations  between,  269. 

Load  per  horse,  210,  405. 

Location  of  roads,  265. 

Logan,  James,  letter  of,  131. 

Lonaconing,  216. 

Losses  due  to  bad  roads,  411. 

Lothair,  new  road  near,  228. 

Louisiana,  administration  of  roads 
in,  353. 

Lowdermilk,  W.  H.,  cited,  133,  134, 
135,  136,  137. 


Lowest  recorded  temperatures,  68. 
Lowndes,  Lloyd,  5,  7,  29. 

M. 

Macadam,  thickness  of,  284. 

Madison,  President,  185. 

Machinery  for  road-construction, 
prices  of,  301. 

Machinery,  road-making,  32,  425. 

Mail-Route,  early,  118. 

Maine,  administration  of  roads  in, 
354. 

Maintenance  of  roads,  289,  290,  420, 
426. 

Maintenance  of  roads,  saving  in,  270. 

Makemy,  Rev.  Francis,  quoted,  109. 

Manchester,  223,  226. 

Manchester,  road-repairs   of,   226. 

Manchester  turnpike,  224. 

Manufactured  products,  as  road- 
material,  106. 

Maps  of  roads,  described,  300. 

Marble,  as  road-material,  92,  94. 

Marlboro,  202,  244. 

Marls,  as  road-material,  102,  103. 

Market  roads,  improvement  of,  143, 
145. 

Martin's  Ridge,  elevation  of,  59. 

Maryland,  administration  of  roads 
in,  333. 

Maryland  climate  in  relation  to 
highway  construction,  63. 

Maryland,  colonization  of,  102,  179. 

Maryland,  development  of  turnpikes 
in,  162. 

Maryland  Geological  Survey,  28,  29. 

Maryland  Geological  Survey,  re- 
sults of  tests  made  by,  325. 

Maryland  Geological  Survey,  topo- 
graphic maps  of,  62. 

Maryland  geology  in  relation  to 
highway  construction,  80. 

Maryland  gneiss,  87. 

Maryland  highways,  mileage  of,  189. 

Maryland  highways,  present  condi- 
tion of,  188,  189. 

Maryland's  relation  to  the  National 
Road,  178. 

Maryland  Steel  Company,  45. 

Maryland  topography  in  relation  to 
highway-construction,  49. 

Maryland  towned  and  "  untowned," 
125. 

Maryland  Weather  Service,  63,  75. 


452 


INDEX 


Massachusetts,  administration  of 
roads  in,  354. 

Massachusetts,  Highway  Commis- 
sion, 31,  258. 

Massachusetts,  Highway  Commis- 
sion, breadth  adopted  by,  434. 

Massachusetts  Highway  Commis- 
sion, rules  of,  as  to  rolling,  282, 
283. 

Massachusetts,  steam-rollers  in,  258, 
431. 

Mathews,  E.  B.,  7,  31,  32,  129. 

Mattern,  Frederick  W.,  cited,  296. 

McBride,  Charles  C.,  cited,  400. 

McGregory,  Hugh,  118. 

McLaughlin,  J.  J.,  cited,  286. 

McMahon, '-,  cited,  118,  119,  126. 

Meadow  Mountain,  60. 

Mechanicstown  (see  Thurmont),  247. 

Meredith's  Bridge,  89. 

Methods  of  travel  at  end  of  18th 
century,  156. 

Michigan,  administration  of  roads 
in,  357. 

Microscopic  test  of  road-metals,  319. 

Middletown,  95,  231. 

Middletown,  elevation  at,  58. 

Middletown  Valley,  58,  96. 

Middle  River,  219. 

Mileage  of  counties,  191,  257. 

Mileage  of  Maryland  highways,  190. 

Mine  Branch  valley,  90. 

Minerals  in  road-building  rocks, 
320. 

Minnesota,  administration  of  roads 
in,  358. 

"  Minocasy  "  (see  Monocacy),  135. 

Miscellaneous  material  for  road- 
building,  104. 

Mississippi,  administration  of  roads 
in,  359. 

Mississippi,   convict-labor  in,  382. 

Mississippi  river,  60. 

Missouri,  administration  of  roads  in, 
359. 

Missouri  Agricultural  Experiment 
Station,  cited,  298. 

Moll,  map  of,  128,  129. 

Monocacy  river,  56,  57. 

Monocacy  river,  stone  arch  over, 
207. 

Monocacy  valley,  90. 

"  Monocasy  "  Road,  description  of, 
27. 


Monongahela  river,  60. 

Monroe,  President,  185. 

Money,  outlay  of,  419. 

Montgomery  county,  55,  56,  85,  207, 
241. 

Montgomery  county,  bonding  of,  for 
road  improvement,  335,  430. 

Montgomery  county,  cost  of  roads 
and  bridges  in,  244. 

Montgomery  county,  County  Com- 
missioners of,  243. 

Montgomery  county,  highway  con- 
ditions in,  241. 

Montgomery  county,  turnpikes  in, 
243. 

Montana,  administration  of  roads  in, 
360. 

Moore,  Thomas,  184. 

Morse,  J.,  cited,  132. 

Muirkirk,  iron-furnaces  located  at, 
294. 

Muirkirk,  roads  near,  217. 

Muirkirk,  slag  at,  245. 

N. 

Napoleon    I.,    road-building    under, 

414. 

Narrows  (The),  137,  214. 
National  Road,  60,  133,  171,  172,  173, 

175,  178,   180,  184,  185,  186,  192, 

214,  234,  436. 

National  Road,  guide-posts  of,  212. 
National  Road,  history  of,  185. 
National  Road  in  1879,  186. 
National  Road,  Maryland's  relation 

to,  178. 
National  Road,  proposed  route  of, 

182. 

National  Road,  repair  of,  185. 
National  Road  under  state  control, 

185. 
National    University,    Washington's 

plan  for,  179. 
Neff,  F.  H.,  cited,  385. 

Neill, :,  quoted,  110. 

Nemacolin,  ,  133,  177. 

Neocene  marls  as  road-material,  103. 
Nevada,  administration  of  roads  in, 

361. 

Newcastle  and  French-town  Turn- 
pike, 172. 

New  England  roads,  61. 
New  Frederick  Road,  238. 


INDEX 


453 


New  Hampshire,  administration  of 

roads  in,  361. 
New  Jersey,  administration  of  roads 

in,  362. 

New  Jersey,  convict-labor  in,  382. 
New  Jersey,   Highway  Commission 

of,  31. 
Newspapers  of  Maryland,  letter  to, 

36. 

Newton,  Mass.,  report  of  city  engi- 
neer of,  307. 
Newark  formation,  91. 
New  Windsor,  road  repairs  of,  226. 
New  York,  administration  of  roads 

in,  366. 
New  York,  Chamber   of  Commerce 

of,  cited,  425. 

New  York,  convict-labor  in,  381,  382. 
Niagara  limestone  as  road-material, 

97,  98. 

"  Nigger-head  "    rock    as    road-ma- 
terial, 83. 

Niles,  -     — ,  cited,  176,  177. 
Normal  precipitation  for  the  several 

districts  (diagram),  71. 
North  Branch  of.  the  Potomac,  98. 
North   Carolina,    administration   of 

roads  in,  368. 
North    Carolina,    convict-labor    on 

roads  in,  380,  381,  382. 
North     Dakota,     administration     of 

roads  in,  370. 
Northeast,  226,  228. 
Northern  Maryland,  development  of, 

131. 

North  Mountain,  59,  99. 
Northwest  Territory,  180. 
"  Notch  Roads,"  120,  121,  339. 

0. 

Oakland,  234,  235. 

Office  of  Road  Inquiry  of  the  U.  S. 

Department  of  Agriculture,   44, 

237,  272,  400,  401,  405,  408,  424. 
Ohio,    administration    of    roads    in, 

370. 

Ohio  basin,  60. 

Ohio  Company,  charter  of,  133. 
Ohio  country,  exploration  of,  133. 
Ohio  country,  Washington  and  the, 

178. 

Ohio  river,  60. 
Oil  on  roads,  use  of,  296. 
Old  Choptank  Road,  118. 
29 


Old  Frederick  Road,  238. 

Oregon,  administration  of  roads  in. 
371. 

Oregon,  convict-labor  in,  372,  382. 

Oriskany  sandstone  as  road-mate- 
rial, 100. 

Overseers,  appointed  by  County 
Courts,  121. 

Oyster-shells  for  road-material,  104, 
202,  203,  204,  205,  222,  226,  230, 
241,  246,  249,  250,  254,  255,  276, 
292,  293,  294,  329. 

P. 

Page,  L.  W.,  324. 

Page  cementation  machine,  descrip- 
tion of,  323,  357. 

Packhorse  vs.  wagon,  132. 

Parkinson,  R.,  cited,  159,  160. 

Parr's  Ridge,  55,  56,  57,  69. 

Pascal,  cited,  109. 

Passenger  railways,  434. 

Passenger  railway  companies,  taxa- 
tion of,  435. 

Passenger  railways,  laws  regarding, 
341. 

Patapsco  river,  53,  55. 

Patapsco  Road,  131. 

Patuxent  river,  53,  54.  55. 

Pavements  of  shells,  204. 

Peddicord  Company,  45. 

Penal  legislation  and  the  roads,  154. 

Pennsylvania,  administration  of 
roads  in,  372. 

Peridotite,  as  road-material,  84,  327. 

Permanent  tenure  of  office  and  per- 
sonal responsibility,  419. 

Perry,  John,  "  the  post,"  salary  of, 
119. 

Perryville,  228. 

Philadelphia  Post-road,  convict 
labor  on,  155. 

Phyllite  as  road-material,  93. 

Physical  tests  of  road-materials,  32, 
320,  322,  324,  325,  327-329. 

Piedmont  Plateau,  31,  50,  51,  54,  82, 
86,  90,  193. 

Piedmont  Plateau,  eastern  division 
of,  55. 

Piedmont  Plateau,  granites  of,  88. 

Pine  Orchard,  diabase  dike  near, 
239. 

Pinkerton,  cited,  110. 

Pitt,  Wm.,  cited,  139. 


454 


INDEX 


-,  cited,  177. 


Pitkin,  - 

Pittsburg,  133. 

Plats  and  estimates,  45. 

Plats  and  records,  434. 

Ploughing  roadway,  198. 

Pocono  sandstone  as  road-material, 
100. 

Point  Lookout,  247. 

Point  of  Rocks,  58. 

Port  Deposit,  50,  228. 

Port  Deposit,  gabbro  near,  227. 

Port  Deposit,  quarry  at,  89. 

Port  Tobacco,  228. 

Post-road,  early,  129. 

Post-roads,  legislation  on,  142. 

Potomac  Company,  incorporation  of, 
179. 

Potomac  gravels  as  road-materials, 
101. 

Potomac,  North  Branch  of,  60. 

Pocomoke  river,  52,  53,  54,  57,  59, 
60,  86,  234. 

Potter,  Isaac  B.,  cited,  401. 

Pottsville  conglomerate  as  road- 
material,  100. 

Practical  physical  tests,  32. 

Precipitation,  66,  69,  73,  74. 

Precipitation,  normal  for  the  several 
districts  (diagram),  71. 

Preface,  23. 

Present  condition  of  Maryland  high- 
ways, 187,  189. 

Present  condition  of  highways  in 
counties,  summary  of,  256. 

Pressure  areas,  64. 

Prevailing  winds,  75. 

Prices  affected  by  the  roads,  411. 

Princess  Anne,  203. 

Prince  George's  county,  52,  244. 

Prince  George's  county,  establish- 
ment of,  126. 

Prince  George's  county,  cost  of 
roads  and  bridges  in,  245. 

Prince  George's  county,  County 
Commissioners  of,  245. 

Prince  George's  county,  gravels  in, 
101,  102. 

Prince  George's  county,  highway 
conditions  in,  244. 

Prince  George's  county,  level  of, 
193. 

Prince  George's  county,  precipita- 
tion in,  69. 


Prince  George's  county,  roads  of, 
202. 

Private  roads,  334. 

Private  roads,  laws  relating  to,  155. 

Private  roads,  width  of,  334. 

Private  turnpike  companies,  incor- 
poration of,  166. 

Proposed  legislation,  46. 

Prosser,  Chas.  S.,  7,  31,  32. 

Providence,  road  to,  227. 

Prussia,  administration  of  roads  in, 
389. 

Pyroxenite  as  road-material,  84,  328. 

Q. 

Quartzite,  as  road-material,  90,  95, 
328. 

Quartz-schist,  as  road-material,  90, 
328. 

Queen  Anne's  county,  51,  246. 

Queen  Anne's  county,  cost  of  roads 
and  bridges  in,  247. 

Queen  Anne's  county,  highway  con- 
ditions in,  246. 

Queen  Anne's  county,  marls  of,  163. 

B. 

Rains,  effect  of,  on  roads,  76,  80,  318. 
Rainfall  in  Allegany  county,  69. 
Rainfall  in  Washington  county,  69. 
Rainfalls,    greatest  and   least  total 

monthly,  73. 
Railroads,  398,  416. 
Railroad,  first  in  United  States,  177. 
Railroad,   Baltimore  and   Ohio,    in- 
corporated, 177. 

Railroad  and  canal,  rise  of,  177. 
Records  of  early  Baltimore  county 

roads,  116. 
Records    of    early    Calvert    county 

roads,  115. 
Records    of    early    Charles    county 

roads,  115. 
Records  of  early  St.  Mary's  county 

roads,  115. 

Reduction  of  grades,  201. 
Reid,  Harry  Fielding,  7,  25,  30,  31, 

32,  43,  211,  315,  317,  331,  333,  395, 

397. 
Relation  between  length  of  haul  and 

grade,  270. 
Relations  between  road,  grade,  and 

surface,  table  showing,  260. 


INDKX 


455 


Reisterstown,  224. 

Reisterstown    Turnpike    Road,    166, 

169,  170,  173,  174,  176,  439. 
Reisterstown    Road,    report    on    in 

1807,  170. 
Relay,  55. 
Relation    of   Maryland    topography, 

climate  and  geology  to  highway- 

construcMon    47   49 
Repairs,  annual  cost  of,  to  wagons, 

406. 
Repairs  of  roads,  best  methods  of, 

289. 

Reports  on  roads,  399. 
Rhode     Island,     administration     of 

roads  in,  374. 

Richardson  (Ed.),  cited,  185. 
Rights-of-way,  334. 
Rising  Sun,  228. 
Roads,  constant  care  of,  420. 
Road,  crown  of,  284. 
Road,  depressions  in,  278. 
Roads,  administration  of,  in  Europe, 

383. 

Roads,  administration  of,  in  Mary- 
land, 331,  333. 
Roads,  administration  of,   in  other 

states,  343. 

Roads,  advantages  of  good,  395,  397. 
Roads,  "  ascertained,"  122. 
Roads,   bad,   special   losses   due   to, 

411. 

Roads,  best  method  of  repair,  289. 
Roads,  burnt  clay  used  on  surface 

of,  277,  295. 

Roads,  classification  of,  342,  420. 
Roads,  construction   and   repair  of, 

263,  265. 

Roads,   construction   of  sample,  44. 
Roads,  construction  of  shell,  292. 
Roads,  cost  of  in  Allegany  county, 

216. 
Roads,    cost    of    in    Anne    Arundel 

county,  217. 
Roads,  cost  of  in  Baltimore  county, 

220. 
Roads,    cost   of   in   Calvert   county, 

221. 
Roads,   cost  of  in  Caroline  county, 

223. 
Roads,   cost   of    in   Carroll   county, 

225. 
Roads,  cost  of  in  Cecil  county,  227. 


Roads,   cost   of   in   Charles   county, 

229. 
Roads,  cost  of  in  Dorchester  county, 

230. 
Roads,  cost  of  in  Frederick  county, 

233. 
Roads,   cost   of   in   Garrett   county, 

235. 
Roads,   cost  of  in   Harford  county, 

238. 
Roads,   cost  of  in   Howard  county, 

240. 

Roads,  cost  of  in  Kent  county,  241. 
Roads,     cost     of     in     Montgomery 

county,  244. 
Roads,   cost   of   in   Prince   George's 

county,  245. 
Roads,    cost    of    in    Queen    Anne's 

county,  247. 
Roads,  cost  of  in  St.  Mary's  county, 

248. 
Roads,  cost  of  in  Somerset  county, 

249. 
Roads,    cost    of    in    Talbot    county, 

251. 
Roads,     cost     of     in     Washington 

county,  254. 
Roads,  cost  of  in  Wicomico  county, 

255. 
Roads,  cost  of  in  Worcester  county, 

256. 
Roads,  described  by  early  traveler, 

160,  161. 
Roads,   description   of   construction 

of  stone,  279. 
Roads,  designation  of,  342. 
Roads,  dirt,  197. 
Roads,  drainage  of,  271. 
Roads,  general  effect  of  the  climate 

on,  76. 

Roads,  grading  of,  268. 
Roads,  gravel,  202. 
Roads,  gravel,  construction  of,  291, 

292. 
Roads,  indirect  benefits  due  to  good, 

412. 

Roads,  laws  relating  to  private,  155. 
Roads,  location  of,  265. 
Roads,  maintenance  of,  289. 
Roads,  management  of,  416. 
Roads  in  Maryland,  annual  cost  of, 

429. 
Roads  in  Maryland,  prospective  cost 

of,  427. 


456 


INDEX 


Roads,  opening  and  closing  of,  laws 
regarding,  333. 

Roads,  oyster-shells  as  surfacing 
for,  276. 

Roads,  preparation  of  foundation, 
276. 

Roads,  relation  of  good,  to  civiliza- 
tion, 398. 

Roads,  relocation  of,  266,  432. 

Roads,  rolling  of,  282. 

Roads,  saving  due  to  good,  410. 

Roads,  saving  in  maintenance  of, 
270. 

Roads,  shell,  104,  191,  202-206,  219, 
222,  230,  241,  246,  249,  250,  254. 

Roads,  slag  used  as  surfacing  of, 
276. 

Roads,  stone,  199. 

Roads  in  United  States,  manage- 
ment of,  417. 

Roads,  use  of  oil  on,  296. 

Roads,  value  of  good,  in  foreign 
countries,  399. 

Roads,  wear  of,  317. 

Roads,'  width  of,  334,  341,  433. 

Road-bed,  80. 

Road-bed,  below  level,  194. 

Road-bed,  rolling  of,  278. 

Road  Commissioners,  335. 

Road-construction,  tools  and  ma- 
chines for,  301. 

Road-graders,  use  of,  302. 

Road-improvement,  cost  of,  428. 

Road-improvement,  some  sugges- 
tions regarding,  432. 

Road-law,  first  of  Maryland,  112. 

Road-law,  first  under  state  govern- 
ment, 153. 

Road-laws  of  early  days,  140. 

Road-League,  30. 

Road-League  of  Bel  Air,  237. 

Road  League  of  Churchville,  237. 

Road-Leagues  of  Harford  county, 
237. 

Road-machines,  use  of,  302. 

Road-machinery,  258. 

Road-maps,  description  of,  222,  300, 
341. 

Road-maps,  early,  156. 

Road-material,  82. 

Road-materials,  information  regard- 
ing, 426. 

Road-materials,  location  of,  294. 


Road-materials,    location    of    roads 

near  good,  267. 

Road-materials,  platting  of,  31. 
Road-metals,  abrasion  test  of,  320. 
Road-metals,   cementation  of,   322. 
Road-metals,    chemical    decomposi- 
tion of,  318. 

Road-metals,   crushing  test  of,  322. 
Road-metals,  forces  to  be  withstood 

by,  317. 
Road-metals,    methods    of    testing, 

319. 
Road-metals,    microscopic    test    of, 

319. 
Road-metal,    natural    forces    to    be 

withstood  by,  318. 
Road-metals,  proper  choice  of,  427. 
Road-metals,  qualities  of  good,  and 

the    methods    of   testing   them, 

315,  317. 

Road-metals,  selection  of,  326. 
Road-metals,  table  of  tests  of,  325, 

327,  328,  329. 
Road-records,  341. 
Road-repairs  and  drainage,  338. 
Road-rollers,  described,  309. 
Road-supervisors,    335,    336. 
Road-system,  annual  cost  of  present, 

428. 
Road-system  of  the  state,  table  of, 

260. 

Road-tax,    reduction    in,    429. 
Road-taxes,  335. 
Robin,  Abbe,  quoted,  157. 
Rockville,  200. 
Rockville,  rebuilding  of  turnpike  at, 

242. 

Rogers,  W.  D.,  quoted,  59. 
Roman  roads,  thickness  of  stone  of, 

284. 
Rollers,    road,    described,    258,    309, 

431. 
Rolling  broken  stone,  object  of,  280, 

282,  283. 

"  Rolling  Roads,"  123. 
Rolling  road-bed,  278,  282. 
Rush,  215. 

S. 

St.  George's  river  [St.  Mary's],  111. 
St.  Mary's  county,  52,  247. 
St.  Mary's  county,  early  records  of 
roads  in,  115. 


INDEX 


457 


St.  Mary's  county,  elevation  in,  53, 
193. 

St.  Mary's  county,  highway  condi- 
tions in,  247. 

St.  Mary's  county,  marls  in,  103. 

St.  Mary's  county,  precipitation  in, 
69. 

St.  Mary's  county,  cost  of  roads  and 
bridges  in,  248. 

St.  Mary's  county,  County  Commis- 
sioners of,  248. 

St.  Michael's,  250. 

Salina  limestone  as  road-material, 
97,  98. 

Salisbury,  roads  near,  204,  254. 

Sample  road  construction,  44. 

Sams,  Con  way  "W.,  30. 

Sands  as  road-materials,  103. 

Sandstones,  99,  329. 

Sang  Run,  limestone  at,  235. 

Saulsbury,  M.  L.,  map  by,  222. 

Savage  Mountain,  60. 

Savage  River,  61. 

"  Saxifrax  "   River,"  114. 

Saxony,  administration  of  roads  in, 
384. 

Saxony,  toll-roads  abolished  in,  437. 

Schloer,  F.  H.,  7. 

Scientific  Staff,  7 

Schulz, ,  127,  132. 

Scotland,  value  of  good  roads  in, 
399. 

Screens,  automatic,  306. 

Searight,  T.  B.,  184. 

Separate  legislation,  reaction  to- 
ward, 150. 

Serpentine,  84,  327. 

Setter's  Ridge,  90. 

Shaler,  N.  S.,  cited,  26,  76,  82. 

Shales,  as  road-material,  100. 

Shattuck,  G.  B.,  7,  31,  32. 

Sharpe,  Governor,  135,  136,  137. 

Sharpsburg,  252. 

Shawanese  Old  Town,  133. 

Shell  roads,  104,  191,  202-206,  219, 
222,  230,  241,  246,  249,  250,  254. 

Shell   roads,  construction  of,  292. 

Shell  road  at  Chase,  219. 

Shell  road  at  Denton,  222. 

Shells  as  pavement,  204. 

Shells,  wearing  quality  of,  205,  329. 

Shenandoah  limestone,  as  road- 
material,  93,  97,  329. 

Sign-boards,  434. 


Sign-boards,  destruction  of,  340. 

Side-ditches,  grading  of,  275. 

Side-drains,  "  blind,"  275. 

Side-drain,  description  of,  272,  274. 

Sideling  Hill,  59. 

Silver  Hill,  244. 

Silvester,  R.  W.,  5. 

Singerly,  Wm.  L.,  road  made  by, 
227. 

Sioussat,  St.  George  Leakin,  7,  24, 
107,  109. 

Skipton,  250. 

Slag,  as  a  road-material,  105,  329. 

Slag-roads,  construction  of,  294. 

Slag  from  Sparrow's  Point,  220. 

Slag,  use  of  for  surfacing  of  roads, 
276. 

Slate  rocks,  as  road-materials,  93. 

Smith,  Adam,  cited,  397,  437. 

Smith,  John,  cited,  110. 

Snow,  average  depth  of,  in  inches, 
74. 

Soldier's  Delight,  85. 

Somerset  county,  51,  249. 

Somerset  county,  cost  of  roads  and 
bridges  in,  249. 

Somerset  county,  County  Commis- 
sioners of,  24y. 

Somerset  county,  early  road-tax  of, 
149. 

Somerset  county,  highway  condi- 
tions in,  249. 

Somerset  county,  law  regarding 
drainage,  339. 

South  Carolina,  administration  of 
roads  in,  375. 

South  Dakota,  administration  of 
roads  in,  375. 

South  Mountain,  58. 

Southern  Maryland,  surface  of,  193. 

Sparks,  Jared,  cited,  175,  179. 

Sparrow's  Point,  slag  road  at,  295. 

Sparrow's  Point,  slag  from,  220. 

Special  losses  due  to  bad  roads,  411. 

Specific  estimate,  408. 

Specifications  for  highways,  45. 

Specifications  and  plans,  33. 

Spendelow,  Lieut.,  road  of,  137. 

"  Spesutie  Hundred,"  overseers  of, 
presented,  116. 

Stage,  description  of  early,  158. 

Stage-lines  and  stages,  157. 

Stamp  Act,  138. 

Standard  of  excellence,  419,  421,  427. 


458 


INDEX 


State  aid  in  road-construction,  345, 
346,  354,  362,  363,  367,  422,  423, 
428. 

State  aid,  objections  to,  423. 

State  Highway  Commission,  advan- 
tages of,  426. 

State  highways,  general  considera- 
tions regarding  the  importance 
of,  413. 

State  roads,  advantages  of,  440. 

State  Road  Convention,  30. 

Steam-rollers  in  Massachusetts,  431. 

Stewart,  Andrew,  cited,  179. 

Stone  broken,  table  of  quantity  of, 
308. 

Stone,  cost  of  crushing,  306. 

Stone-crusher,  portable,  304. 

Stone-crusher,  rotary,  305. 

Stone-crushers,  use  of,  303. 

Stone  roads,  191,  199,  279. 

Stone,  Richard,  cited,  186. 

Stone,  Roy,  cited,  211,  408,  424. 

Stony  Forest,  83. 

Stuyvesant,  Peter,  113. 

Sugar  Loaf  Mountain,  56,  57,  90. 

Summary  of  present  condition  of 
highways  in  Maryland,  256. 

Supervisors,  instructions  to,  196. 

Surface  of  the  country  traversed  by 
highways,  192. 

Surfacing,  276. 

Surfacing,  burnt  clay  for,  277,  295. 

Surfacing,  oyster-shells  for,  276. 

Surfacing,  slag  used  for,  276. 

Summary  of  highway  conditions  in 
the  counties,  256. 

Sunnyside,  68. 

Surveys,  212. 

Susquehanna  river,  53,  55,  83,  226. 

Sutcliff,  R.,  cited,  159,  160. 

Swiss  government,  post-routes  of, 
412. 

Switzerland,  administration  of  roads 
in,  391. 

Switzerland,  load  per  horse,  405. 

Switzerland,  roads  of,  244. 

T. 

Table  of  French  roads,  385. 
Table  of  distances  (1729),  130. 
Table  of  distances  (1733),  131. 
Table    showing    average    depth    of 
road  in  inches,  74. 


Table  showing  average  hauling  dis- 
tance in  the  counties,  208. 

Table  showing  the  average  maxi- 
mum hauling  distance,  209. 

Table  showing  average  monthly, 
daily,  and  hourly  wind  move- 
ment at  Baltimore,  75. 

Table  showing  the  amounts  levied 
by  the  counties  for  roads  and 
bridges  for  the  ten  years  1889- 
1898  inclusive,  259. 

Tables  showing  amounts  spent  on 
roads  and  bridges,  see  each 
county. 

Table  showing  amounts  in  tons  per 
horse  hauled  over  the  roads, 
210. 

Table  showing  cost  and  per  cent,  of 
whole  cost  of  units  of  labor  and 
material,  309. 

Table  showing  greatest  and  least 
total  monthly  and  annual  rain- 
falls, 73. 

Table  showing  highest  recorded 
temperatures,  67. 

Table  showing  levy  of  1794,  149. 

Table  showing  lowest  recorded  tem- 
peratures, 68. 

Table  showing  the  mileage  of  Mary- 
land roads  by  counties  and 
types,  191. 

Table  showing  normal  precipitation 
for  the  several  districts,  70-71. 

Table  showing  prevailing  winds,  75. 

Table  showing  price  paid  for  labor 
per  day,  308. 

Table  showing  public  road-system 
of  state,  260. 

Table  showing  quantity  of  stone 
broken,  308. 

Table  showing  relation  between 
length  of  haul  and  grade,  270. 

Table  showing  relation  between 
road,  grade  and  surface,  269. 

Table  showing  result  of  tests  made 
by  Maryland  Geological  Survey, 
325. 

Table  showing  results  of  tests  made 
on  road-metals,  327. 

Takoma  Park,  246. 

Talbot  county,  51,  206,  250. 

Talbot  county,  cost  of  roads  and 
bridges  in,  250. 


IKDEX 


459 


Talbot  county,  County  Commis- 
sioners of,  251. 

Talbot  county,  highway  conditions 
in,  250. 

Talbot  county,  marls  of,  103. 

Talbot  county,  precipitation  in,  69. 

Taneytown,  road   repairs  of,   226. 

Taxes  levied  in  several  counties, 
149. 

Taxes,  road,  335. 

Telford  construction,  285. 

Temperature,   65. 

Temperature  changes,  agent  of  de- 
struction of  roads,  318. 

Temperatures,  highest  recorded,  67. 

Temperatures,   lowest  recorded,   68. 

Tenure  of  office,  419,  421. 

Tennessee,  administration  of  roads 
in,  375. 

Tertiary  marl  as  road-material,  102. 

Test,  abrasion,  of  road-metals,  320. 

Test,  cementation,  of  road-metals, 
322. 

Test,  crushing,  of  road-metals,  322. 

Tests  by  Maryland  Geological  Sur- 
vey, results  of,  325. 

Test,  microscopic,  of  road-metal, 
319. 

Tests,  practical  physical,  32. 

Tests  on  road-metals,  table  of,  325, 
327. 

Tests,  value  of,  324,  427. 

Testing,  methods  of,  •  good  road- 
metals,  315,  317. 

Texas,  administration  of  roads  in, 
376. 

Texas,  convict-labor  in,  382. 

Three  Notch  Road,  121,  247. 

Thompson,  James,  stage-line  of, 
158. 

Thurmont,  234,  247. 

Tile-drain,  273. 

Timonium  Fair,  sample  road  at,  45. 

Tires,  use  of  wide,  in  Maryland,  299. 

Tobacco  trade,  131. 

Tolchester,  road  near,  240. 

Toll-bridge,  143. 

Tolls  on  bridge  in  Anne  Arundel 
county,  340. 

Toll-gates  could  be  removed,  429. 

Toll-roads,  257,  436,  437. 

Tonnage  hauled  annually  in  Mary- 
land, 409. 

Tonoloway  Hill,  59. 


Tools  and  machinery  for  road-con- 
struction, 301. 

Topography,  its  relation  to  road 
location,  266. 

Topographic  maps,  62. 

Topography,  Maryland,  in  relation 
to  highway  construction,  49. 

Town  Hill,  59. 

Tracy,  Mr.,  Report  of,  182. 

Transmittal,  letter  of,  9. 

Transportation  by  water,  109. 

Trap  rocks  as  road-materials,  82. 

Trappe,  marl  on  road  at,  250. 

Travel,  description  of  early,  159. 

Travel,  methods  of,  at  end  of  18th 
century,  156. 

Travel,  North  and  South,  128. 

Travel,  pains  and  pleasures  of,  159. 

Trezzo,  Italy,  bridge  at,  207. 

Triassic  sandstones,  86. 

Triassic  sandstone  as  road-material, 
91. 

Triassic  conglomerate  as  road-mate- 
rial, 93. 

Turnpikes,  118,  155,  162,  167,  169-176, 
178,  181,  184,  200,  207,  214,  215, 
218,  224,  225,  231,  232,  237,  238, 
239,  284,  436,  438,  439. 

Turnpikes  and  Baltimore  city,  175. 

Turnpike  companies,  incorporation 
of  private,  166. 

Turnpike  companies,  increase  of, 
172. 

Turnpike  companies,  laws  regard- 
ing, 346. 

Turnpike  companies,  in  Maryland, 
440. 

Turnpike  companies  of  Maryland, 
letter  to,  40. 

Turnpikes,  cost  of  hauling  on,  438. 

Turnpikes,  cost  of  in  Baltimore 
county  in  1791,  164,  165. 

Turnpikes,  development  of,  in  Mary- 
land, 162. 

Turnpikes  established,  166,  167. 

Turnpike,  first  in  United  States,  162. 

Turnpikes,  Gallatin's  report  on,  170. 

Turnpikes,  Governor  Goldsborough's 
report  on,  1818,  172,  173. 

Turnpikes  in  Baltimore  county,  218. 

Turnpikes  in  Baltimore  county 
(1787),  163. 

Turnpikes  in  Carroll  county,  224. 

Turnpikes  in  Frederick  county,  232. 


460 


INDEX 


Turnpikes  in  Harford  county,  237. 
Turnpikes  in  Howard  county,  239. 
Turnpikes  in  Maryland,  list  of,  261. 
Turnpikes    in   Montgomery   county, 

243. 
Turnpikes    in   Washington    county, 

251. 

Turnpikes,  law  to  establish,  144. 

Turnpike  legislation,  178. 

Turnpikes  near  Frederick,  231. 

Turnpikes  of  1804-5,  166. 

Turnpikes,  regarding  bank  aid  to, 
1818,  174. 

Turnpikes,  thickness  of  stone  of, 
284. 

Tuscarora  sandstone  as  road-ma- 
terial, 99. 

Twiggtown,  215. 

Tyler,  —  — ,  quoted,  139. 

Tyson,  M.  B.,  cited,  124,  160. 

IT. 

Under-draining,  202. 

Under-drains,  cross-section  of,  288. 

Uniformity,  attempts  at,  148. 

Unionville,  234. 

United  Electric  Light  and  Power 
Company,  326. 

United  Kingdom,  administration  of 
roads  in,  393. 

United  States  Department  of  Agri- 
culture, Office  of  Road  Inquiry, 
44,  237,  272,  400,  401,  405,  408, 
424. 

United  States  Geological  Survey,  62, 
300. 

Upper  Cretaceous  marl  as  road-ma- 
terial, 102. 

Upper  Marlboro,  246. 

Utah,  administration  of  roads  in, 
376. 

Utie,  Col.,  113. 

V. 

Value  of  good  roads  in  foreign  coun- 
tries, 399. 

Van  Home,  G.  P.,  157. 

Vegetation,  effect  of,  on  roads,  76,  78. 

Vermont,  administration  of  roads 
in,  376. 

Virginia,  84. 

Virginia,  administration  of  roads 
in,  377. 

Virginia,  convict-labor  in,  382. 


Virginia,  Governor  of,  134. 
Virgina,  road-legislation  of,  111. 
Volcanic    rocks    as    road-materials, 
94. 

W, 

Wagons,  broad  tires  on,  297. 

Wagons,  early,  132. 

Waldron,  Resolved,   113. 

Walkersville,  234. 

Walz,  F.  J.,  cited,  63,  75. 

Warrior  Ridge,  59. 

Washington,        administration       of 

roads  in  state  of,  378. 
Washington,  Augustine,  133. 
Washington    and    Baltimore    road, 

244. 
Washington   (city),  50,  85,  102,  200, 

202,  244. 
Washington     (city),     elevation     at, 

53. 

Washington  county,  57,  58,  251. 
Washington   county,   cost   of  roads 

and  bridges  in,  254. 
Washington   county,    County    Com- 
missioners  of,  254. 
Washington  county,  early  road-tax 

of,  149. 

Washington  county,  highway  condi- 
tions in,  251. 

Washington  county,  marble  in,  97. 
Washington  county,  rainfall  in,  69. 
Washington  county,  sandstone  in, 

100. 
Washington  county,  supervisors  of, 

196. 

Washington  county,  tolls  in,  430. 
Washington    county,    turnpikes    in, 

251. 

Washington,  George,  133,  177. 
Washington's,       George,       Journal, 

quoted,  134. 
Washington,  George,  and  the  Ohio 

country,  178. 

Washington,   Lawrence,   133. 
Washington  Road,  224. 
Watson's    Annals    of    Phila.,    cited, 

119,  128,  132,  157,  162. 
Wearing  quality  of  shells,  205,  329. 
Weld,  I.,  Jr.,  cited,  160,  161,  162. 
Westernport,  216. 
Western  Shore,  51. 
Westminster.  224,  226,  258. 
Westminster  road,  repairs  of,  226. 


INDEX 


461 


Westminster,  Taneytown  and  Em- 
mitsburg  Turnpike  Company, 
172. 

"  Westward  Movement,"  125,  126. 

West  Virginia,  administration  of 
roads  in,  378. 

Weverton,  58. 

"  Wheelbarrow  men,"  159. 

Whittle,  C.  L.,  cited,  317. 

"  Wiccocomico  River,"  112. 

Wicomico  county,  51,  254. 

Wicomico  county,  cost  of  roads  and 
bridges  in,  255. 

Wicomico  county,  County  Commis- 
sioners of,  255. 

Wicomico  county,  highway  condi- 
tions in,  254. 

Wicomico  county,  laws  regarding 
the  opening  and  closing  of  roads 
in,  334. 

Wicomico  county,  precipitation  in, 
69. 

Wide  tires,  297,  434. 

Wilhelm, ,  cited,  126. 

Wills  Creek,  the  "  narrows  "  of,  61. 

Wills  Mountain,  99,  214. 

Williams,  Eli,  184. 

Williams,  Henry  W.,  chairman, 
cited,  418. 


Williams  Road,  192,  215. 

Williamsport  turnpike,  253. 

Williamsport  and  Hagerstown 
Turnpike,  175. 

Winding  Ridge,  60. 

Winds,  74. 

Winds  as  agents  of  destruction  of 
roads,  78,  318. 

Wind  movement,  average  monthly, 
daily,  and  hourly  at  Baltimore, 
75. 

Winds,  prevailing,  75. 

Wisconsin,  administration  of  roads 
in,  378. 

Woodstock,  quarry  at,  89. 

Woolsey,  Wm.,  428. 

Worcester  county,  51,  52,  255. 

Worcester  county,  cost  of  roads  and 
bridges  in,  256. 

Worcester  county,  County  Commis- 
sioners of,  256. 

Worcester  county,  highway  condi- 
tions in,  255. 

Wye  Mills,  246. 

Wyoming,  administration  of  roads 
in,  379. 

Y. 

Youghiogheny  river,  60. 


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